Abstract: A keyless vehicle entry and start system for motor vehicles includes an input device such as a keypad and a backup electrical power supply to unlock the door latch in the event the primary power supply fails, thereby eliminating the need for a lock cylinder. The door latch system is configured to supply electrical power from the primary electrical power supply to unlock the latch upon receiving a signal from a mobile phone, and to supply electrical power from the backup electrical power supply to unlock the latch if an authorized code is input via the keypad. The system is configured to communicate with a portable wireless device such as a smartphone utilizing various frequency bands. The system permits entry and operation of a vehicle utilizing only a smartphone.

Abstract: A device for integrity verification of image data. The device comprises: a database configured to store multiple field signatures respectively corresponding to multiple editing tools; a memory configured to store a program for integrity verification of image data; and a processor configured to execute the program stored in the memory. The processor: extracts a field from the image data when the program is executed; determines whether or not there is a field signature matched with the extracted field from among the multiple field signatures; and determines whether or not the image data are edited depending on a result of the determination.

Abstract: A vehicle anti-theft device, including a processor, a current control unit, a first bluetooth transmitter, and an operator, wherein the processor, the current control unit and a signal transmitter are linked to a vehicle starter battery. The processor is electrically connected to the current control unit, the first bluetooth transmitter, a vehicle electric generator, and battery cells of the starter battery. The processor is used to control operation of the current control unit, and the current control unit is used to control the starter battery to output current to the vehicle circuitry system. The current control unit includes a large current circuit and a small current circuit. The large current circuit is provided with a single-pole relay. The small current circuit comprises a self-resetting fuse.

Abstract: The invention relates to a window glass heating apparatus comprising an electric heating wire for heating a window glass of a vehicle. The apparatus continues to stop an energization of the wire until a predetermined energization standby time has elapsed after an energization permission condition becomes satisfied. The apparatus starts the energization of the wire when the predetermined energization standby time has elapsed after the energization permission condition becomes satisfied.

Abstract: Streamlined flat windscreen wiper (1), in particular of a vehicle, characterized in that it comprises: a longitudinal wiper blade (8), at least one longitudinal stiffening spine (6), a longitudinal member (7) for holding said wiper blade and said stiffening spine, a longitudinal fairing (2, 3) comprising two end caps (3) and a central mount (2) extending between the end caps and being linked thereto, the mount comprising means for fixing to said stiffening spine or to said member for holding this spine.

Abstract: Methods and apparatus for a lawn maintenance vehicle park brake and traction drive interlock are provided. A park brake mechanism is selectively operable between an engaged position and a disengaged position. A traction drive is also mounted to the lawn maintenance vehicle, the traction drive having a disable mode which prohibits transmission of a driving force from the traction drive to a drive wheel. A first operable connection between the park brake mechanism and a wheel brake activates the wheel brake. A second operable connection between the park brake mechanism and the traction drive activates the disable mode of the traction drive. A method of controlling a lawn maintenance vehicle with a park brake and traction drive interlock include the steps of providing a lawn maintenance vehicle, providing an operable park brake mechanism, providing a first operable connection, and providing a second operable connection.

Abstract: A method controls lateral pulling of a moving motor vehicle during braking. The method includes a) calculating a value representative of a difference between angular accelerations of left and right wheels of a wheelset of the motor vehicle, b) calculating a correction value as a function of at least the value representative of the difference between the angular accelerations; and c) controlling for the left wheel and the right wheel an associated brake so as to modify a drag force applied by the associated brake as a function of the correction value calculated in step b), such that the drag force applied to a first wheel of the left and right wheels is increased, and the drag force applied to a second wheel different from the first wheel is reduced, to reduce the value representative of the difference between the angular accelerations of the left and right wheels.

Abstract: A method of controlling the brake system of a vehicle. The method includes receiving one or more electrical signals each indicative of a value of a respective vehicle-related parameter. The method further includes detecting that the vehicle is traveling across a slope based on the value(s) of one or more of the vehicle-related parameters. The method still further includes automatically modifying the amount of brake torque being applied to at least certain of the wheels of the vehicle in response to the detection of the vehicle traveling across a slope by increasing the amount of brake torque being applied to one or more wheels on one side of the vehicle, and decreasing the amount of brake torque being applied to one or more wheels on the other side of the vehicle.

Abstract: A brake system has prime functions involving active control of equipment by a break ECU, which brake ECU comprises a microcontroller and a non-volatile memory. The non-volitile memory is adapted to store the result of tests on the safety circuits carried out during, before or after operation of the brake system, the result of the tests being assigned one of at least two statuses, at least one of the said statuses being indicative of an unhealthy test. At start-up of the brake system for which an unhealthy status has been stored in the non-volitile memory, thereby enabling the brake system to operate prime functions without prior self-test.

Abstract: A method of controlling a hybrid vehicle includes commanding a first electric machine to provide a compensating torque. The compensating torque is based on a calculated cylinder pressure. The calculated cylinder pressure is calculated using a dynamic model. The model has an initializing input of engine crank position and real-time inputs of measured speed of the first electric machine and measured speed of the second electric machine.

Abstract: A hybrid vehicle system facilitates operator control over electric power generation and use. The system features a motor/generator that can be mounted to an output of a transmission of the vehicle.

Abstract: A vehicle comprises a hybrid powertrain includes an electric machine coupled between an automatic gearbox and an engine. The vehicle includes paddle shifters configured to output a driver requested gear change. The hybrid powertrain is configured to selectively operate in an economy mode that optimizes fuel economy. While operating in the economy mode, a controller may selectively inhibit the driver requested gear change when the change may negatively impact fuel economy. In the economy mode, the driver requested gear change may be inhibited during a demand for braking. If the driver requested gear change is a downshift request, the downshift is inhibited and simulated using electric machine torque.

Abstract: Operating a host vehicle is described as including receiving remote vehicle information indicating a geospatial state and a kinematic state for a remote vehicle, identifying host vehicle information indicating a geospatial state and a kinematic state for the host vehicle, determining a converging time to a converging location within a vehicle transportation network based on the remote vehicle information and the host vehicle information, identifying a first threshold at which a fixed deceleration of the host vehicle to the converging location is achieved using a reaction delay of an operator of the host vehicle, wherein the first threshold is a step-wise function based on the kinematic state of the host vehicle, and modifying operation of the host vehicle responsive to the converging time reaching the first threshold. A method, vehicle, and apparatus are described.

Abstract: A travel control apparatus includes: a transformation unit configured to project the lane and object on a lane coordinate system in which a center line of the lane is a first coordinate axis and an axis orthogonal to the first coordinate axis is a second coordinate axis by performing a coordinate transformation based on the shape of the lane and the position of the object in a plane coordinate system; an area calculation unit configured to calculate a travelable area in which the vehicle can travel in the lane coordinate system; a travel trajectory generation unit configured to perform an inverse transformation of the coordinate transformation by the transformation unit based on the travelable area, and to generate a travel trajectory of the vehicle in the plane coordinate system; and a control unit configured to perform a steering control on the vehicle.

Abstract: A control system for a vehicle includes a camera disposed at the vehicle and having a field of view rearward of the vehicle, and at least one non-imaging sensor disposed at the vehicle so as to sense a region at least rearward and partially sideward of the vehicle. During a reversing maneuver of the vehicle along a pathway, the control, responsive to processing of image data captured by the camera, determines edges of the pathway. During the reversing maneuver of the vehicle along the narrow pathway, the control, responsive to processing of data sensed by the non-imaging sensor, determines distances to objects present at or near the determined pathway and rearward and sideward of the vehicle. The control, responsive to determination of the pathway and determination of objects present along the pathway, is operable to steer the vehicle along the pathway to reverse the vehicle along the pathway.

Abstract: A system for preventing accidents includes an eye gaze detector for receiving an eye gaze vector from a driver. The system additionally comprises a proximity sensor for detecting locations of nearby objects and their velocities. A risk is determined based on the nearby object location and velocity. Additionally, the driver's knowledge of vehicle circumstances is determined based on the nearby object location and velocity as well as the eye gaze location. Responsive to the driver's knowledge and the risk, an alert is activated.

Abstract: A method for providing vehicle steering control through a curve in an autonomously driven or semi-autonomously driven vehicle that is towing a trailer. The method determines that the trailer will cross out of the travel lane based on the curvature of the curve and the turn radius of the trailer. The method calculates a start turn radius of the vehicle for a start location of the curve, an end turn radius of the vehicle for an end location of the curve, and a turn end point proximate the end location or a turn start point proximate the start location. The method provides initial and boundary conditions for determining a desired path of the vehicle through the curve that prevents the trailer from crossing out of the lane and determines the desired path based on the initial and boundary conditions by solving a polynomial equation.

Abstract: A perception system for an autonomous machine to be hauled by a towing vehicle includes sensors that are configured to determine characteristics of an environment associated with the machine. Such characteristics associated with the machine include at least structural characteristics of the towing vehicle. The sensors are further configured to detect a presence of the towing vehicle on a job site, an orientation of the towing vehicle on the job site, and a loading end of the towing vehicle. The perception system further includes a controller that is communicably coupled to each of the sensors. The controller is configured to actuate movement of the machine in relation to the towing vehicle based on the characteristics of the environment determined by the sensors.

Abstract: A method of increasing engine braking of an engine for a vehicle, the method including: determining the change in kinetic energy of the vehicle over a period; determining the energy output from a drivetrain of the vehicle over the period; comparing the change in kinetic energy to the energy output; and increasing the engine braking of the vehicle when the change in kinetic energy is greater than the energy output over the period.

Abstract: A vehicle control device includes: a requested torque acquisition module that acquires a requested torque requested to a motor that drives a wheel; a control subject designation module that designates one of a wheel speed and a motor rotation speed as a control subject on the basis of the requested torque; and a control module that performs feedback control in a manner that the control subject designated by the control subject designation module becomes equal to a target value.

Abstract: A system that performs a method is disclosed. At a first time, characteristics about an area surrounding a vehicle are determined using a first sensing grid including first sensing cells of a first size. At a second time, after the first time, whether sensing cell size data satisfies sensing cell size change criteria is determined. In response to the determination: in accordance with a determination that the sensing cell size data satisfies the sensing cell size change criteria, characteristics about the area surrounding the vehicle are determined using a second sensing grid including second sensing cells of a second size, different from the first size. In accordance with a determination that the sensing cell size data does not satisfy the sensing cell size change criteria, characteristics about the area surrounding the vehicle are determined using the first sensing grid including the first sensing cells of the first size.

Abstract: A driver assessment system includes at least one vehicle sensor on a vehicle gathering vehicle dynamics information. At least one occupant sensor gathers driver information. The at least one occupant sensor may be a wearable device or subdermal device on the driver. At least one computer receives the vehicle dynamics information and the driver information to determine a driver readiness.

Abstract: The present invention relates to a method for estimating the side slip angle (?stim) of a four-wheeled vehicle, comprising: —detecting signals representing the vehicle longitudinal acceleration (Ax), lateral acceleration (Ay), vertical acceleration (Az), yaw rate (formula I), roll rate (formula II), wheels speeds (VFL, VFR, VRL, VRR); —pre-treating (1) said signals in order to correct measurement errors and/or noises, so to obtain corrected measurements of at least the longitudinal acceleration (ax), the lateral acceleration (ay), the yaw rate (formula I) and the wheels speeds (?FL, ?FR, ?RL, ?RR), —determining (2) an estimated vehicle longitudinal speed (Vxstim) on the basis of at least one of the corrected measurements of the wheel speeds (?FL, ?FR, ?RL, ?RR); —determining a yaw acceleration (formula III) from the signal representing the yaw rate (formula I); —solving (25) a time-depending parametrical non-linear filter, such as a Kalman filter or a Luenberger filter, describing the vehicle longitudinal and

Abstract: Systems and methods for controlling a vehicle including a friction control device are provided. A method of controlling the vehicle includes operating at least one friction control device in a first of a plurality of friction modes, detecting a vehicular speed, changing operation of the at least one friction control device from the first friction mode to a second of the plurality of friction modes in response to the vehicular speed exceeding a first threshold speed value, and changing operation of the at least one friction control device from the second friction mode to the first friction mode in response to the vehicular speed falling below a second threshold speed value that is less than the first threshold speed value. The second friction mode is associated with a higher level of resistance than the first friction mode.

Abstract: Signals are received from a plurality of sources, representing operating characteristics of a vehicle and an environment surrounding the vehicle. A plurality of operational factors are developed based on the signals. The vehicle is controlled according to one of at least three levels of control, including an autonomous, a semi-autonomous, and a manual level of control, based on the operational factors.

Abstract: Systems and techniques are disclosed for switching a vehicle driving mode. A sensing unit senses a state of a driver of a vehicle configured to be driven automatically or manually. An intention detecting unit detects whether the driver intends to switch from an automatic driving mode to a manual driving mode based on the state of the driver. An operation detecting unit detects whether the driver is able to operate the vehicle in the manual driving mode based on the state of the driver. A driving state predicting unit predicts a driving state of the vehicle in the manual driving mode based on detecting that the driver is able to operate the vehicle in the manual driving mode. A control unit determines that the predicted driving state of the vehicle meets a preset condition and switches from the automatic to the manual driving mode.

Abstract: A method is provided for assisting a driver of a single-track motor vehicle during a drive in order to drive through a bend safely. In the method, at least one current driving state variable and driver-specific driving dynamics variables are compared with an approaching driving situation and, if a danger threshold value is reached or exceeded, a warning signal is output. The current speed of the motor vehicle is sensed by a speed sensor and transmitted to a computer-and memory unit as the current driving state variable. Both previously reached inclined positions of the single-track motor vehicle and previously reached brake pressures and/or brake pressure gradients are stored by the computer-and-memory unit as the driver-specific driving dynamics variables. In order to evaluate the approaching driving situation, a bend radius of a curve to be driven through next is determined via a navigation unit and is transmitted to the computer-and memory unit.

Abstract: A stroller frame includes a seat pan, an operating handle movably coupled to the seat pan, and two opposite foldable side frame units each including a front leg, a handle rod, a rear leg that has a top end pivotally connected to the handle rod, a bottom leg that has a lower end pivotally connected to the rear leg, and a sliding basket tube that is movably coupled to said seat pan and slidably connected to said rear leg. To unfold the stroller frame, said operating handle is pushed downward to drive said seat pan to pivot downward so that an angle between said front leg and said bottom leg of each of said side frame units increases until said stroller frame is converted from a folded state to an unfolded state.

Abstract: Disclosed is a seat for a pushchair and/or for a doll's pram, in which a coupling unit is arranged between the back rest and the leg rest, the coupling unit carrying out an opposite movement transformation of the leg rest synchronous or offset in time when lowering the backrest, and the leg rest is moved back into the lower pivot position when the back rest is raised or is released for putting back in place.

Abstract: A system and method for mounting one or more accessories to a vehicle with forks is disclosed. The system can include a frame comprising mounting plates, the mounting plates including at least an axle hole and a fork stop hole. The frame can also include frame rails to connect the mounting plate to an accessory mount. The system can be mounted to the forks of the vehicle using the axle hole and an axle. A fork stop can be placed in the fork stop hole and can include one or more interface points to fit the bottom of the forks. The fork stop can transmit forces from the accessory to the forks in a linear manner and to a location where the forks have additional strength. The fork stop can be designed such that it bends in response to an impact rather than breaking the forks.

Abstract: A steering column may include a casing unit with a steering spindle that is rotatable about a longitudinal axis and a bracket unit that is fixable on the motor vehicle. The casing unit may be secured to the bracket unit such that the casing unit is adjustable in at least one direction. The casing unit may be fixable in different positions by a fixing mechanism. The fixing mechanism may have a fixing element that is rotatable about a pivot axis. The casing unit may be fixed in position in or on the bracket unit in a locked position of the fixing element, and adjusted relative to the bracket unit in a released position of the fixing element. A movably mounted stop body may interact with the fixing element and, in the released position of the fixing element, is disposed in a first position where it limits adjustability of the casing unit relative to the bracket unit. In the locked position of the fixing element, the stop body may be disposed in a second position where it disengages with the casing unit.

Abstract: An energy absorption module subassembly for a steering column assembly comprising; an energy absorption device; and a retainer assembled with the energy absorption device configured for i) installation into at least a portion of a column housing of the steering column assembly at a first location; ii) supportively carrying the energy absorption device at least partially within the retainer; and enabling the retainer to at least partially deform in response to a load occasioned during an impact collapse stroke of an inner column tube of the steering column assembly that forces the retainer to translate in a forward direction to a second location that is forward in a vehicle relative to the first location.

Abstract: A steering control device capable of transmitting road surface state to a driver is provided. An ideal vehicle model computes first spring reaction force torque based on a target pinion angle and second spring reaction force torque based on at least lateral acceleration as components of a spring component of a steering assist force. The ideal vehicle model combines the first and second spring reaction force torques with specified proportions of use to compute the spring component. The ideal vehicle model decides the proportions of use of the first and second spring reaction force torques on the basis of a distribution gain set in accordance with the difference value between the first and second spring reaction force torques. The ideal vehicle model increases the proportion of use of the second spring reaction force torque as the difference value between the first and second spring reaction force torques is increased.

Abstract: The invention relates to a steering device for a steerable machine, particularly a construction machine, comprising a steering element for manual input of steering commands, a steering actuator for driving a steering adjustment of a travel unit of the construction machine, and a transmission device, which is arranged between the steering element and the steering actuator, the transmission device including an actuator orbitrol for driving the steering actuator. Furthermore, the invention relates to a construction machine having such a steering device, as well as to a method for steering a steerable machine, particularly a construction machine.

Abstract: The present invention relates to an electronic control unit and a method for compensating for a torque steer.

Abstract: A steered-angle command value calculation circuit calculates a steered-angle command value by adding a steering torque to a first assist component that is a sum of a basic assist control amount, a hysteresis control amount and a damping control amount. A steered-angle feedback control circuit calculates a second assist component by angle feedback control based on the steered-angle command value. A compensation control circuit generates the hysteresis control amount and the damping control amount based on a determination flag generated by a hand release determination circuit and indicating whether or not the steering state corresponds to a hand release state. The hand release determination circuit determines whether or not the steering state corresponds to the hand release state based on signs of a steering angle calculated by a steering-angle calculation circuit, a steering angular velocity that is a differential value of the steering angle, and a steering angle acceleration.

Abstract: A drive assembly (140) for a walk-behind, powered device operably couples an engine (110) of the powered device to a mobility assembly (120) to provide mobility of the powered device responsive at least in part to operation of the engine (110). The drive assembly (140) includes a transmission shaft and a mechanical power reversing assembly (150). The transmission shaft selectively receives first drive power or second drive power coupled from the engine (110) to drive a first drivable component (122) and a second drivable component (124) of the mobility assembly (120). The first and second drivable components (122, 124) are disposed substantially at opposing sides of the powered device. The mechanical power reversing assembly (150) is selectively engagable to convert the first drive power generated for the first drivable component (122) into the second drive power provided to the second drivable component (124) and vice versa.

Abstract: A vehicle steering system includes a first sensor sensing a pinion angle of a handwheel and a second sensor sensing a torsion bar windup angle. An autonomous steering module generates a steering command having an input torque signal. A steering angle controller is configured to determine a filtered handwheel acceleration based on the pinion angle and the windup angle. The steering angle controller also determines an offset torque based on the filtered handwheel acceleration. Further, the steering angle controller applies the offset torque to the input torque signal to define a refined torque signal that compensates for inertia and off-center mass of the handwheel.

Abstract: A method for providing a warning that a trailer being towed by a vehicle will cross out of a travel lane when in a curve for the current vehicle path prior to the vehicle entering the curve. The method determines that the vehicle is approaching the curve, determines a radius of curvature of the curve, determines a lane width of the travel lane, and identifying a length of the trailer. The method also determines a predicted steering angle of the vehicle necessary to follow the radius of curvature of the curve, a turn radius of the vehicle for traveling through the curve using the predicted steering angle, and a turn radius of the trailer using the turn radius of the vehicle. The method then determines whether the trailer will cross out of the travel lane based on the curvature of the curve and the turn radius of the trailer.

Abstract: A spindle sleeve and washer for adjusting the camber, toe, or thrust angle of a vehicle wheel to a desired predetermined angle which allows for use of existing hub and spindle assembly without permanent modification to the vehicle.

Abstract: The vehicle front body structure (2) comprises an upper longitudinal beam (10, 12) and a reinforcing element (14,16) for reinforcing the wheel casing of the vehicle, said reinforcing element (14, 16) extending in a longitudinal direction substantially parallel to the upper longitudinal beam (10, 12), said upper longitudinal beam (10, 12) comprising an attachment portion (40), comprising an attachment area for attaching a connecting element (8) joining the upper longitudinal beam (10, 12) to a lower beam (22, 24) of the vehicle. The vehicle front body structure (2) further comprises a linking element (18, 20) joining the reinforcing element (14, 16) and the upper longitudinal beam (10, 12). The linking element (18, 20) is attached to the attachment portion (40) of the upper longitudinal beam (10, 12).

Abstract: A rear section upper face of a front side frame is connected to a front face of an inclined wall of a dashboard panel. An attachment bracket that is provided to a rear section lower face of the front side frame and that has a triangular shape in side view supports a support of a subframe. An outrigger is provided that has a vehicle width direction inner end connected to a front wall and a lower wall of the attachment bracket and to a vehicle width direction outer wall of the front side frame, and that has a vehicle width direction outer end connected to a front end of a side sill.

Abstract: A motor vehicle includes a frame, a first pair of wheels connected to the frame, a second pair of wheels connected to the frame, a motor supported by the frame and operatively connected to at least one of the pair of wheels, a cockpit in the frame, a first seat disposed in the cockpit, a bed in the frame longitudinally rearward of the cockpit, the bed having at least one side wall, a second seat disposed in the bed, the second seat having a seat base and a seat back, the seat back being foldable between a storage position and a seating position, and a lateral retention member fixed to the at least one side wall of the bed, at least a portion of the lateral retention member being disposed higher than the seat base and forward of the seat back of the second seat when in the seating position.

Abstract: A bracket for a rocker panel assembly includes a first flange and a second flange. The second flange is at an end of a body opposite the first flange and extends parallel to the first flange. The first and second flanges each define a plurality of apertures being dimensioned and configured to control flow of an E-coat fluid injected therein to provide a seal between the first and second flanges to inhibit oxidation in an absence of a seal around a periphery of the first and second flanges.

Abstract: A rocker assembly for a vehicle includes an upper rocker panel, a lower rocker panel, and a fastener. The fastener connects the upper and lower rocker panels. The fastener has a frustoconical tip to locate the fastener on the lower rocker panel, a body with a plurality of fins to stabilize the fastener between the upper and lower rocker panels, and a shoulder including an arrow-head configured to clamp the lower rocker panel to the upper rocker panel between the shoulder and a head of the fastener.

Abstract: A passenger compartment module block assembly is provided. The passenger compartment module block assembly includes a center block which is made of composite material and disposed within a central portion of a crash pad and provided with assembly components formed on opposite sides of the center block, a driver block which is made of composite material and coupled to a first-side assembly component of the center block and disposed adjacent to a driver seat. A passenger block which is made of composite material and is coupled to a second-side assembly component of the center block and disposed adjacent to a passenger seat. The center block, the driver block and the passenger block are assembled integrally with each other and are disposed between a dash panel and a crush pad of a vehicle and to improve torsion and bending stiffness of the vehicle.

Abstract: A vehicle cargo bed structure includes a tailgate and a tailgate gap cover. The tailgate gap cover has a first attachment structure fixedly attached to a bed floor of the vehicle cargo bed structure, a second attachment structure fixedly attached to the bed floor at a location spaced apart from the first attachment structure, and a biasing structure. The tailgate gap cover is pivotal between a horizontal orientation with the tailgate in an open position, and an upright orientation with the tailgate in a closed position. The tailgate gap cover covers a gap between the tailgate and the bed floor with the tailgate in the open position. The biasing structure extends from the first attachment structure to the second attachment structure and biases the tailgate gap cover into contact with the tailgate in both the horizontal orientation and the upright orientation.

Abstract: A unitary floor comprises a top layer, floor components, and a bottom layer. The floor components are sandwiched between the top layer and the bottom layer to provide an integral structure that comprises a continuous surface, unitary floor. Each of the floor components has a material strips. Moreover, the material strips that make up a corresponding floor component is a composite assembly that includes a first set of material strips, which may be interleaved with a second set of material strips. The first set of material strips includes a different density compared to the second set of material strips. Moreover, the unitary floor may be fabricated by a vacuum process, such as a vacuum infusion process.

Abstract: A system for suspending a cab frame relative to a base component of a work vehicle may generally include a sensor assembly coupled between the cab frame and the base component. The sensor assembly may include a sensor coupled to the cab frame and a sensor arm configured to pivot relative to the sensor. The sensor assembly may also include a sensor linkage extending lengthwise between a first end portion and a second end portion. The first end portion of the sensor linkage may be coupled to the sensor arm. Additionally, the second end portion of the sensor linkage may be coupled to the base component such that the second end portion is rotatable relative to the base component about at least two different axes.

Abstract: An aerodynamically optimized drag-reduction means and method for optimal minimization of the drag-induced resistive forces upon a terrestrial vehicle wheel, where the drag-induced resistive moments on wheel surfaces pivoting about the point of ground contact are reduced, and the vehicle propulsive forces needed to countervail the resistive forces on the wheel are reduced.