Abstract: A method for adapting a collision avoidance system that avoids a collision of a vehicle with an obstacle, which collision avoidance system is designed to avoid the collision by sensing an actual distance from the obstacle and by outputting a signal on the basis of the falling below of a threshold distance by the actual distance, including: sensing a friction coefficient of an underlying surface on which the vehicle is supported in such a way that the vehicle can be driven, and setting the threshold distance on the basis of the sensed friction coefficient.

Abstract: A vehicle collision avoidance assist system, including: a forward obstacle detecting device; and a controller including an automatic braking control executing portion to execute an automatic braking control and an avoidance control executing portion to execute an avoidance control, in addition to the automatic braking control, wherein, when a moving obstacle that is moving in a right-left direction is detected, the avoidance control executing portion executes the avoidance control to avoid the moving obstacle such that an own vehicle travels in a direction opposite to a movement direction of the moving obstacle when the moving obstacle is moving away from a forwardly extending centerline that forwardly extends from a center of the own vehicle and such that the own vehicle travels in the same direction as the movement direction of the moving obstacle when the moving obstacle is moving toward the forwardly extending centerline.

Abstract: A vehicle collision avoidance assist system, including: a forward obstacle detecting device; and a controller including an automatic braking control executing portion to execute an automatic braking control for permitting a brake apparatus to automatically operate and an avoidance control executing portion to execute, in addition to the automatic braking control, an avoidance control for pen fitting a steering apparatus to automatically operate, wherein the avoidance control executing portion is configured such that, when the forward obstacle detecting device detects, as a forward obstacle, a continuous obstacle that continuously extends diagonally forward so as to be inclined with respect to a forwardly extending centerline that forwardly extends from a center of the own vehicle, the avoidance control executing portion executes the avoidance control to enable the own vehicle to avoid the continuous obstacle such that the own vehicle travels along the continuous obstacle.

Abstract: A vehicle collision avoidance assist system, including: a forward obstacle detecting device; a lateral object detecting device; and a controller including an automatic braking control executing portion to execute an automatic braking control for permitting a brake apparatus to automatically operate, an avoidance control executing portion to execute, in addition to the automatic braking control, an avoidance control for permitting a steering apparatus to automatically operate, and an avoidance control prohibiting portion to prohibit execution of the avoidance control, wherein the avoidance control prohibiting portion prohibits execution of the avoidance control when the lateral object detecting device detects a lateral moving object that is moving on a lateral side of an own vehicle in the same direction as the own vehicle is travelling and there is a risk that the own vehicle and the lateral moving object will collide with each other if the avoidance control is executed.

Abstract: The invention relates to a device (8) to be arranged on a motor vehicle (2). Said device (8) comprises a speedometer (4) for ascertaining a relative speed between an object and a device (8), at least one warning mechanism (6) for emitting a warning signal in the direction of the object, find an electric controller which is designed to emit a warning signal via the at least one warning mechanism (6) when the ascertained relative speed exceeds a predefined threshold value.

Abstract: A control device and method are provided for launch assistance for a motor vehicle having an internal combustion engine as drive engine. The control device is designed to predict a stall of the internal combustion engine of the motor vehicle on the basis of at least one signal, and, if a stall of the internal combustion engine is predicted, to output a signal for initiating launch assistance. The control device is designed to predict the stall of the internal combustion engine on the basis of the engine rotational speed of the internal combustion engine and the gradient of the engine rotational speed of the internal combustion engine before the clutch-engagement rotational speed is reached. If a stall of the internal combustion engine is predicted, the control device is designed to output a signal for initiating an increase of the engine torque demand of the internal combustion engine.

Abstract: A work vehicle includes: an engine; a plurality of drive wheels driven by the engine; and an operation controller executes first drive force control that brakes a slipping drive wheel out of the plurality of drive wheels and executes second drive force control that reduces output of the engine in accordance with the slip ratio of the slipping drive wheel during execution of the first drive force control.

Abstract: A rotational speed-regulated internal combustion engine in a working machine, for example a wheel loader, shortly before the engaging a bridging clutch of a hydrodynamic torque converter, is switched over in such manner that the internal combustion engine operates under torque regulation when the bridging clutch of the hydrodynamic torque converter is engaged.

Abstract: A skill-scoring system suitable for use on an automated vehicle includes an accelerometer and a controller. The accelerometer is used to determine an acceleration-value experienced by an operator of a host-vehicle while the operator operates the host-vehicle in a manual-mode along a travel-path. The controller is in communication with the accelerometer. The controller is configured to determine a skill-score based on a comparison of the acceleration-value to an expected-acceleration that the operator would experience when the host-vehicle is operated in an automated-mode along the travel-path.

Abstract: A sensing system for a vehicle includes an electrical sensing circuit that has a first sensor and a second sensor. The sensing circuit is configured to provide a composite output signal that includes data from both the first sensor and second sensor.

Abstract: A method for preconditioning various subsystems of an electrified vehicle according to an exemplary aspect of the present disclosure includes, among other things, scheduling preconditioning of a battery pack, an interior cabin, a transmission and an engine of the electrified vehicle prior to a next expected usage time based at least on a weather forecast.

Abstract: A temperature of a vehicle propulsion subsystem is measured. At least two countermeasures are actuated, including actuating a vehicle climate control subsystem and opening at least one vehicle window when the temperature exceeds a first threshold.

Abstract: Methods and systems for monitoring a switch included in a vehicle. One method includes a method of monitoring a switch included in a vehicle. The method includes obtaining a current vehicle speed, and dynamically, by a controller, generating a duration for detecting a stuck state of the switch based on at least the current vehicle speed, detecting, by the controller, a duration of a high signal received from the switch. The method also includes comparing, by the controller, the duration of the high signal to the generated duration, and detecting, by the controller a stuck state of the switch when the duration of the high signal satisfies the generated duration.

Abstract: At least one operator control element which can be moved by an operator is included in an operator control device. Furthermore, the operator control device includes an actuator with which activation of the operator control element can be communicated to the operator. The actuator includes a coil element and an armature which can move relative to the coil element. The armature is secured to the operator control element. The operator control device also includes an evaluation device with which a position of the armature relative to the coil element can be detected.

Abstract: A driver can intuitively and conveniently perform an operation for instructing a traffic lane change to a vehicle. In a driving support device 10, an image output unit 14a outputs, to a display unit 31, an image containing an own vehicle object representing an own vehicle and a plurality of traffic lanes. An operation signal input unit 14b receives an operation of a user for moving the own vehicle object in the image displayed on the display unit 31 from a first traffic lane to a second traffic lane. A command output unit 14c outputs, to an automatic driving control unit 20 that controls automatic driving, a command for instructing the change of a traveling traffic lane of the own vehicle from the first traffic lane to the second traffic lane when the operation is received.

Abstract: A saddle and foot stop mounting system for large tower sections transported by rail. A locating assembly, including a key rail assembly and a foot stop assembly are used in conjunction with movable saddles. The foot stop assembly includes a locating key for engaging one of plural key fixtures along the key rail, which defines plural mounting locations for the foot stop. Used in conjunction with the movable saddles, this system accommodates a wide range of tower section sizes and weights.

Abstract: A gladhand coupling that prevents inadvertent separation of the coupling halves without the need for additional structure or manipulation to connect and disconnect the halves. Each half is equipped with a lug having a ramped pad and a flange defining a channel having a corresponding ramped pad. When two halves are positioned together then rotated into the locked position, the ramped pad of the lug is positioned proximately to the ramped pad of the flange to prevent inadvertent lateral compression of the two halves that could cause unintentional uncoupling. The coupling may be disconnected by simple rotation of one coupling half relative to the other and by pulling the coupling apart as done by current rail car decoupling procedures without the need for manual manipulation of extraneous locking mechanisms.

Abstract: A gladhand coupling that prevents inadvertent separation of the coupling halves without the need for additional structure or manipulation to connect and disconnect the halves. Each half is equipped with a lug having two spaced apart ramped pads and a flange defining a channel having a corresponding ramped pad. When two halves are positioned together then rotated into the locked position, the ramped pad of the flange is positioned proximately to the either of the ramped pads of the flange to prevent inadvertent lateral compression of the two halves that would otherwise cause unintentional uncoupling. The coupling may be disconnected by simple rotation of one coupling half relative to the other so that the ramped pad of the lug is positioned between the spaced apart ramped pads of the lug and by pulling the coupling apart as done by current rail car decoupling procedures.

Abstract: A railcar draft gear assembly specifically designed to consistently and repeatedly withstand up to about 110,000 ft-lbs of energy imparted thereto while not exceeding a force level of 900,000 lbs. and while having a wedge member of the draft gear assembly travel in an inward axial direction of less than about 4.5 inches relative to an open end of the draft gear.

Abstract: A system for automatically performing a bail off of the locomotive brakes in response to certain train braking operations without the need for the train operator to manually bail off the locomotive brakes. The system includes a controller that is programmed to determine when an appropriate train braking operation has been requested and to issue commands to the locomotive braking system to cause the locomotive brake cylinder to be reduced to zero pressure or a predetermined minimum pressure. The controller is also programmed to determine when an automatic bail off should be inhibited and/or cancelled depending on ongoing train conditions.

Abstract: A friction control composition having high and positive frictional properties for sliding steel surfaces includes a water insoluble hydrocarbon that enables a reduced water content, a rheological additive, a freezing point depressant, a friction modifier, and a lubricant.

Abstract: A solution for monitoring a railway vehicle is provided. A vehicle node and one or more sensor nodes are deployed on the railway vehicle. Each sensor node is configured to acquire data and communicate with the vehicle node only when certain conditions are met. The sensor node(s) and vehicle node can evaluate operating conditions to determine whether an alert should be sent to initiate action. In an illustrative application, the alert can correspond to excessive hunting by a wheelset of the rail vehicle which is posing a danger for derailment.

Abstract: An interlocking device performs route control for trains based on: first operation diagram information as train operation diagram information on a train which runs between stations; second operation diagram information as train operation diagram information on a train which moves in a station yard; and on-track position information on the trains. The interlocking device changes an order of the route control according to whether a predetermined condition is satisfied.

Abstract: A method to obtain data concerning the upper profile of an element of a railway track or switch by means of an electronic measuring module mounted on a cart and provided with at least one laser profilometer to acquire a sequence of images while the cart moves forward along the railway track so that each image comprises a point cloud indicative of the upper profile in correspondence with a respective plane transverse to the forward moving direction of the cart. The method provides that, for each point cloud, a respective piecewise polynomial function, preferably a spline function, that approximates the point cloud, is generated, so as to transform original data consisting of said point cloud into compressed data consisting of parameters of the piecewise polynomial function.

Abstract: A system includes a locator device, a communication circuit, and one or more processors, all disposed onboard a trailing vehicle system that travels along a route behind a leading vehicle system. The locator device determines a location of the trailing vehicle system. The communication circuit periodically receives a location of the leading vehicle system in a message. The processors monitor a trailing distance between the trailing vehicle system and the leading vehicle system based on the respective locations of the leading and trailing vehicle systems. Responsive to the trailing distance being less than a first proximity distance relative to the leading vehicle system, the processors set an upper permitted power output limit for the trailing vehicle system that is less than an upper power output limit of the trailing vehicle system to reduce an effective power-to-weight ratio of the trailing vehicle system.

Abstract: A train control device, according to one embodiment, includes a storage unit, an acquiring unit, and a control unit. The storage unit is configured to store therein information of a plurality of limit speeds corresponding to a plurality of respective blocks and being determined based on a block on which a preceding train traveling at least one ahead is located. The acquiring unit is configured to acquire schedule information of the preceding train indicating a time at which the preceding train exits each of the blocks. The control unit is configured to determine a limit speed in each of the blocks associated with a travel of a train, based on the acquired schedule information and the information of the limit speeds; and to create a travel plan of the train using the determined limit speed.

Abstract: A carrier transporter is described which is retractable into a low-profile configuration, and extendable to accommodate a carrier or child seat. An adjustable height bar positions a securing device to coincide with a belt path of the carrier and allow a strap to be lead through the belt path and re-secured back to the bar through a buckle. The base of the carrier is supported by an extendable base platform having grip padding to further secure the base to the transporter. The base platform and wheels move together when retracting the transporter and move away from each other when extending the transporter.

Abstract: A foldable stroller, comprising a frame (10), at least one leg (16) pivotally mounted at the lower end of the frame (10) and pivotal with respect thereto between an operable configuration in which said frame (10) extends at an angle relative to vertical and said at least one leg (16) extends from the front of the frame (10), and a folded configuration in which said leg (16) is located behind the backrest (200). The stroller further comprises a rear mount (22) extending, in the operable configuration, substantially vertically downward from an intermediate location along the length of the frame (10) and being pivotally mounted to the frame (10) such that, in a fully folded configuration, the rear mount (22) can be pivoted to a position substantially parallel to and behind the backrest (200). A rigid linking arm (28) is secured between the at least one leg (16) and the rear mount (22) such that when the leg (16) is pivoted, corresponding pivoting of the rear mount (22) is effected.

Abstract: An electrostatic steering wheel hold detection device includes: a first heater element located in a steering wheel, and has one end electrically connected to a power source; an inductor -that is electrically connected to an other end of the first heater element; a second heater element that is included in the steering wheel, and has one end electrically connected to the other end of the first heater element via the inductor; and a sensor circuit that is electrically connected to a connection point between the first heater element and the inductor, and detects, from a change in capacitance at the connection point, whether or not the steering wheel is held. An other end of the second heater element is electrically connected to a ground. The second heater element is located lower than the first heater element in the steering wheel when the steering wheel is in a neutral position.

Abstract: A steering wheel is provided with a sensor structure for detecting the occupancy of a heated contact surface. The steering wheel includes a contact surface which forms at least one part of the outer layer of the steering wheel; a steering wheel frame; a sensor heating layer which is equipped with at least one sensor electrode for occupancy detection and at least one heating wire; and a potential layer which is arranged between the sensor heating layer and the steering wheel frame. A defined potential can be applied to the potential layer.

Abstract: A steering column for a motor vehicle may include a guide box that accommodates a steering spindle, a bracket for holding the guide box in adjustable fashion on a chassis of the motor vehicle, and a thrust piece through which a clamping shaft extends to fix the guide box relative to the bracket. The thrust piece may be arranged on an outer side of a first side web of the bracket, and the thrust piece may include a dome that extends through a slot of the first side web and serves to generate a force-fitting connection to the guide box.

Abstract: A steering-force adjusting apparatus that is compact and that has a high reduction ratio is provided. A steering portion includes: a Sun roller that is arranged coaxially around an outer periphery of a middle steering shaft; a plurality of planetary rollers that are arranged around an outer periphery of the Sun roller and contact an outer peripheral surface of the Sun roller; a carrier that supports the plurality of planetary rollers so as to make the planetary rollers rotatable and that is fixed to the middle steering shaft; and a belt that connects the roller to a power generating portion so as to enable a torque to be transmitted to the power generating portion.

Abstract: An electric power steering device includes a housing, a rotating shaft for steering, a worm wheel, a worm shaft, a tip side bearing, an electric motor, and biasing mechanism. The biasing mechanism includes a wedge piece and an elastic member for a wedge piece. The wedge piece is disposed between an outer circumferential surface of the tip side bearing and an inner circumferential surface of the housing in a state where the wedge piece in a circumferential direction is displaceable. The elastic member for a wedge piece applies elastic force toward one circumferential side to the wedge piece.

Abstract: An electric power steering device includes a main power supply unit capable of supplying power to a load; an auxiliary power supply unit connected to the main power supply unit and capable of supplying charged power to the load; a boosting circuit capable of boosting a voltage supplied from the main power supply unit and applying a resulting voltage to the auxiliary power supply unit; a circuit switching unit interposed between the main power supply unit and the load and closing one of a first connection circuit extending from the main power supply unit to the load and a second connection circuit extending from the main power supply unit to the load via the auxiliary power supply unit; and a controller performing switching control on the circuit switching unit so as to close the second connection circuit if the magnitude of power required by the load exceeds a first threshold.

Abstract: A control unit for a vehicle includes: a vehicle additional yaw moment calculator that calculates a vehicle additional yaw moment to be applied to a vehicle based on a yaw rate of the vehicle; a steering torque instructing module that instructs an assist torque of a steering operation of a steering system; a left-right driving force torque instructing module that instructs a left-right wheel driving torque which applies a moment to the vehicle independently of the steering system; a charging state acquisition module that acquires a state of charge of a battery which stores an electric power serving as a driving source for applying the vehicle additional yaw moment; and an adjuster that adjusts the assist torque and the left-right wheel driving torque based on the state of charge to apply the vehicle additional yaw moment.

Abstract: A method for controlling the provision of oscillatory feedback through a steering system of a vehicle. The method comprises receiving a request to provide oscillatory feedback through the steering system of the vehicle. The method further comprises determining a characteristic of a road surface being traversed by the vehicle. The method still further comprises imparting to a component of the steering system an oscillating force having one or more oscillation properties that is/are dependent upon the determined road surface characteristic to thereby provide the requested oscillatory feedback.

Abstract: To provide a torque detection device which allows less deformation of detection coils than in the conventional techniques in axially pressing and holding in yokes, coil bobbins around which the detection coils are wound. A torque sensor includes a pair of coils, coil bobbins around which the coils are respectively wound, yokes which respectively hold the coil bobbins, one yoke cover fitted by pressing into inner diameters of the yokes, and pressing portions which are formed to project radially and outward at a plurality of circumferential positions of a radial outer end portion of respective flange portions of the coil bobbins, and act between the coil bobbins to axially press the coil bobbins during assembly.

Abstract: A work vehicle includes a pair of left and right steerable wheels, a pair of left and right drivable wheels, and a boss portion that supports the steerable wheel pivotally about a steering axis via a king pin. The boss portion is closer to a width center of the steerable wheel than a vehicle body inner lateral side end of the steerable wheel.

Abstract: An overall knuckle is formed by a second carbon-fiber composite material, and a first carbon-fiber composite material is embedded in particular portions, whose rigidities are insufficient only with the second carbon-fiber composite material. The one particular portion is provided to a neck part, and the first carbon-fiber composite material is embedded in this particular portion such that continuous fibers thereof are orientated in a direction orthogonal to a central axis of a torsional load so as to enhance a torsional rigidity. The other particular portions are provided to the body part, and the first carbon-fiber composite material is embedded in these particular portions such that the continuous fibers thereof are orientated in a vertical direction so as to enhance a bending rigidity.

Abstract: Provided is a vehicle which, when a pair of left and right wheels are displaced with respect to the vehicle body due to the difference in drive force between the wheels, the two wheels are reliably displaced vertically in opposite directions such that neither wheel is disproportionately displaced and such that both wheels are steered during said displacement of both wheels vertically in opposite directions. The pair of left and right front wheels (3) are rotatably supported by a front wheel support member (29). An electric motor (25) applies drive torque to the front wheels (3) individually. A vehicle body frame (7) supports the front wheel support member (29) to allow rotation about a forwardly inclined steering axis (Lf). By allowing rotation of the front wheel support member (29) about the steering axis (Lf), the front wheels (3) are displaced relatively to one another vertically in opposite directions with respect to the vehicle body frame (7) and the front wheels (3) are steered.

Abstract: A method for operating a motor vehicle having an active roll control and an active steering system designed to map a steering-wheel setting angle predetermined by a driver of the motor vehicle in accordance with a predetermined steer response onto a steer angle of the motor vehicle. The method includes operating the active steering system in a normal operating mode having a normal steer response and upon determining an active roll control fault operating the active steering system in a fallback operating mode in accordance with an fallback steer response, the fallback steer response different from the normal steer response.

Abstract: A method is provided for accident prevention with the following traffic during an automated parking procedure of a motor vehicle having a parking assistance system with at least one automated transverse guide. In order to park, a first parking movement into the transverse parking space is provided in the backwards or forwards direction, and, if necessary, at least one subsequent correction movement in the forwards or backwards direction. A need for a correction movement in the forward or backward direction is determined according to the method. In response to the fact that a need for a correction movement is determined, the method prevents the vehicle from pulling so far into the transverse parking space during the parking movement so that afterwards, when beginning the correction movement in the forward or backward direction, the driver does not have an obstructed view of the following traffic due to the visual blocking by a vehicle adjacent to the transverse parking space.

Abstract: A device for adjusting camber and/or toe of a vehicle wheel of a motor vehicle includes a wheel carrier at which the vehicle wheel is rotatably mounted in a wheel bearing and which includes a wheel-side carrier part, an axle-side guide part and wheel-side and axle-side rotary parts arranged there between. The rotary parts are supported at a common bearing point for rotation relative to one another about a rotation axis about which the wheel-side rotary part is pivotable for toe or camber adjustment of the vehicle wheel about a wobble point. The wheel-side carrier part supports a brake caliper which interacts with a brake disc of the vehicle wheel. The wheel-side carrier part is supported upon the wheel-side rotary part via a pivot bearing.

Abstract: A longitudinal beam for a motor vehicle and also to a method for the production of the longitudinal beam is disclosed. The longitudinal beam is produced from a lightweight metal profile. The extrusion direction of the lightweight metal profile runs transverse to the longitudinal direction of the longitudinal beam.

Abstract: A vehicle frame includes a first frame rail and a second frame rail spaced from each other. A casing is supported by the first frame rail, and elongated in a direction extending away from the second frame rail. The casing is deformable relative to the first frame rail, and houses an electronic component. During a vehicle small offset frontal impact, the casing moves from an initial position to a deflected position, deflecting some of the load of the impact away from backup structures of the vehicle. In the deflected position, the casing may also contact a front portion of a wheel, positioning the front portion of the wheel inboard the frame of the vehicle relative to a rear portion of the wheel, which may minimize the load transferred to the backup structures and/or detach the wheel from the vehicle to minimize the possibility of intrusion into the backup structures.

Abstract: A vehicle front structure includes a first bending portion, a second bending portion, and a third bending portion in a left front side frame. An outer panel of the first bending portion includes a first concave portion. An inner panel of the second bending portion includes a second concave portion. The third bending portion is formed to be concave toward an interior. An inner central wall of the inner panel extends flat to the rear side of the vehicle body toward the second bending portion. A left branch gusset extends to tilt from the inner central wall, and the outer panel is joined to a rear surface of the left branch gusset.

Abstract: A rocker assembly, or an elongated beam, for a vehicle that includes an outer panel, a side sill and an insert disposed in a cavity. The insert includes a plurality of layers of reinforcements made up of hexagonal cells having interconnected walls defining a plurality of transversely extending open cells that define openings extending perpendicularly relative to the length of the rocker assembly. The plurality of layers of reinforcements may further comprise a first layer of cells assembled to the outer panel, a second layer of cells assembled to the side sill and a third layer of cells disposed between the first and second layers of cells. A wall thickness and bending strength of one of the plurality of layers of reinforcements is different than a wall thickness and bending strength of another of the plurality of layers of reinforcements. The insert is structured to deform progressively.

Abstract: An elongated beam, or rocker assembly, is disclosed that includes a first panel and a second panel attached to the first panel to define a cavity. A reinforcement is disposed in the cavity that includes a first tubular member adhesively connected to the first panel inside the cavity and a pair of tubular members are connected with an adhesive to the second panel, to each other, and the first tubular member. The tubular members are arranged in a triangular array within the cavity and extend along the length of the elongated beam. The wall thickness and bending strength of the tubular members are selected to provide an insert that collapses preferentially with the outer tubular member of the insert collapsing before the inner tubular members.

Abstract: A motor vehicle rear includes two longitudinal members, a trunk floor supported by the longitudinal members, a rear wall which adjoins the ends of the longitudinal members and which delimits a trunk opening at the bottom and D pillars which laterally delimit the trunk opening. Lower end sections of the D pillars extend at the height of the longitudinal members beyond outer sides of the two longitudinal members facing away from one another and are anchored on the longitudinal members.

Abstract: An auxiliary frame for a front axle of a two-track motor vehicle includes lateral longitudinal members extending in a longitudinal direction of the motor vehicle; front and rear cross members, said lateral longitudinal members converging at respective front and rear corner-joint parts with the front and rear cross members; at least one rear control arm console having console wings, with a rear wheel control arm of a wheel suspension of the motor vehicle being articulately connected between the console wings, one of the console wings having a mounting section; and at least one mount support for supporting an aggregate mount for a drive aggregate of the vehicle, wherein the mount support is formed on the mounting section of the one of the console wings.