Abstract: A method for operating a brake system for motor vehicles comprises in a normal control mode of the system, a displacement of a piston for a pressure supply device is terminated, and inlet valves of the wheel brakes are closed in the event of a specified brake condition. The normal control mode is switched to a special control mode in the event of a specified condition for the pressure supply device. In the event of the specified brake condition in the special control mode, a displacement of the piston of the pressure supply device is terminated by outputting an actuation signal to the pressure supply device, and for at least one selected wheel brake, the corresponding inlet valve is kept open and the corresponding outlet valve is opened at least temporarily while the inlet valves of the remaining wheel brakes are closed.

Abstract: A vehicle control device including an electronically controlled throttle device and configured to control a vehicle for supplying a hydraulic pressure to a friction engaging element of a transmission on the basis of a throttle valve opening controls a start timing of a supply of the hydraulic pressure to the friction engaging element on the basis of an accelerator pedal opening and the throttle valve opening if a shift lever is changed from an advance position to a reverse position or from the reverse position to the advance position.

Abstract: The invention relates to an output controller for an engine control for an engine system comprising an internal combustion engine and in electric generator coupled to the internal combustion engine; a computer device which is designed to receive a mechanical target output for the engine system and a maximally permissible rotational speed for the generator and to calculate a target rotational speed for the electric generator and an output torque for the internal combustion engine on the basis of the target output and the maximally permissible rotational speed; an inertia compensating device which is designed to calculate a torque transmitted to a shaft of the generator by a mass moment of inertia of the internal combustion engine on the basis of a change of the target rotational speed for the electric generator and to calculate a target torque for the internal combustion engine on the basis of the transmitted torque and the calculated output torque of the internal combustion engine; and an efficiency calculati

Abstract: A powertrain assembly includes a transmission, an engine, first and second motor/generators and a controller. The controller includes a processor and memory on which is recorded instructions for executing a method for controlling engine pulse torque cancellation commands. The controller is programmed to determine an engine pulse torque (TP). The controller is programmed to calculate a first motor torque pulse command (TA) for the first motor/generator as a product of a first gear factor (G1), the engine pulse torque (TP) and a first ratio (IA/IE) of a predetermined first moment of inertia (IA) for the first motor/generator and a predetermined engine moment of inertia (IE). Similarly, the controller is programmed to calculate a second motor torque pulse command (TB) for the second motor/generator. The controller is programmed to control the first and second motor/generators in response to the first and second motor torque pulse commands, respectively.

Abstract: A hybrid vehicle includes a drive train, an electrical energy source coupled to the drive train and electrically connected to an electric energy storage device having a state-of-charge, and a non-electrical energy source coupled to the drive-train. A convexification model for the vehicle is used for determining at least one control parameter for operating the vehicle. By applying a convex approach for forming the at least one control parameter it is possible to be sure that the at least one control parameter in fact is a presently optimized parameter. Furthermore, the convex approach minimizes the computational resources necessary for determining the at least one control parameter. The use of a minimal amount of computational resources is specifically desirable in relation to a vehicle on-board solution, typically implementing real-time, continuous, calculations of the at least one control parameter. A corresponding method and computer program product are also provided.

Abstract: Methods and systems are provided for synergizing the benefits of an engine exhaust driven fuel reformer in a hybrid vehicle system. A vehicle controller may hold the engine in a narrow operating range where fuel reformer operation is optimal while using motor and/or CVT adjustments to address transients generated as driver demand varies. The controller may also adjust an operating range of temperatures of the reformer to enable extended fuel reforming even after the engine of the hybrid has been shutdown.

Abstract: A control apparatus for a hybrid construction machine which can continue filter regeneration without impairing the operability as far as possible irrespective of a condition of a machine body or a power storage device is provided. The control apparatus for a hybrid construction machine includes an engine, a motor generator driven by the engine and capable of generating electric power, a hydraulic pump driven by total torque of the engine and the motor generator, a power storage device, an inverter, a filter that collects a particulate material in exhaust gas of the engine, and a control section that outputs a command signal for controlling powering operation or regeneration operation of the motor generator.

Abstract: Systems and methods for operating a transmission of a hybrid powertrain that includes a motor/generator are described. The systems and methods may classify transmission degradation in response to an estimated transmission input shaft speed that is determined from transmission output shaft speed. In one example, transmission degradation may be correctable transmission degradation, partial transmission degradation, and continuous transmission degradation.

Abstract: Methods and systems are provided for synergizing the benefits of a variable compression ratio engine in a hybrid vehicle system. A vehicle controller may hold the engine in a lower compression ratio during engine pull-ups and pull-downs, in particular when passing through a low speed region where compression bobbles can occur. During engine operation, in response to a change in driver demand, the controller may opt to switch the compression ratio or maintain a current compression ratio while smoothing a torque deficit using motor torque, the selection based on fuel economy.

Abstract: Systems and methods for starting an engine of a hybrid vehicle are disclosed. The systems and methods disclosed may apply to series or parallel hybrid driveline configurations. In one example, engine cranking torque may be adjusted in response to a variety of operating conditions so that the engine may be started faster or slower.

Abstract: A method and system for controlling temperatures in a driveline assembly of a vehicle are provided. In one embodiment, the method includes determining an operating temperature associated with the driveline assembly of the vehicle, the driveline assembly comprising forward and rear axles and a power transfer device configured to transmit power from a power source of the vehicle to the forward and rear axles. The method further includes computing a gain factor responsive to the operating temperature, adjusting a control parameter value of a traction control system of the vehicle responsive to the gain factor, and generating a control signal from the traction control system responsive to the control parameter value, the control signal configured to adjust at least one of an output torque of the power source and a braking force of a brake of the vehicle.

Abstract: An arrangement for improving manoeuvrability of a vehicle combination that includes a first vehicle unit, a second vehicle unit and a third vehicle unit interconnected by articulated joints, where the vehicle combination includes two driven axles and where each driven axle can be controlled independently, an arrangement for determining the articulation angel between the vehicle units, an arrangement for determining a steering wheel angle of the vehicle combination, an arrangement for determining the speed of the vehicle combination, an arrangement for determining the yaw rate of the vehicle units, and an arrangement for determining a delay value between the steering wheels of the vehicle combination and at least one articulated joint, where the arrangement is adapted to control a desired articulation angle of the articulated joints by coordinating the force ratio between the two driven axles by using the determined yaw rate of the vehicle units and the determined delay value.

Abstract: A parking steering assistance system is provided that calculates and provides a parking guide line applied with a tire dynamic radius value. The system includes an obstacle recognition unit configured to recognize an obstacle adjacent to a vehicle after parking is completed. A distance calculating unit is configured to calculate distance information between the obstacle and the vehicle, and a parking controller is configured to control a tire dynamic radius correction which is applied when calculating a parking guide line by using the distance information between the obstacle and the vehicle.

Abstract: Systems and methods for tandem parking are provided. A vehicle includes a camera that obtains an image of a second vehicle parked in tandem with the first vehicle. The vehicle also includes a processor that extracts a vehicle identifier of the second vehicle from the image. The vehicle further includes a wireless modem that sends, from the vehicle, a notification request for the second vehicle including the vehicle identifier. A method of notification includes scanning, by the camera mounted in the first vehicle, a vehicle identifier from a second vehicle parked in tandem with the first vehicle. The method further includes transmitting, by the wireless modem operably connected to the camera, a notification request for the second vehicle including the vehicle identifier.

Abstract: An autonomous vehicle configured for active sensing may also be configured to weigh expected information gains from active-sensing actions against risk costs associated with the active-sensing actions. An example method involves: (a) receiving information from one or more sensors of an autonomous vehicle, (b) determining a risk-cost framework that indicates risk costs across a range of degrees to which an active-sensing action can be performed, wherein the active-sensing action comprises an action that is performable by the autonomous vehicle to potentially improve the information upon which at least one of the control processes for the autonomous vehicle is based, (c) determining an information-improvement expectation framework across the range of degrees to which the active-sensing action can be performed, and (d) applying the risk-cost framework and the information-improvement expectation framework to determine a degree to which the active-sensing action should be performed.

Abstract: An apparatus for automatic collision avoidance, to be provided on a vehicle, includes a processing unit and a detection means for detecting positions of obstacles within an area of interest. The processing unit includes a position module configured for acquiring a current position of the vehicle, a speed module configured for acquiring a current speed of the vehicle, a steer module configured for acquiring a current steering degree of the vehicle, and a risk area module configured for calculating current possible trajectories of the vehicle according to values of said current position, speed and steering degree, thereby defining a current collision risk area.

Abstract: A confidence value is determined for data collected for a lane assist subsystem in a vehicle. A section curvature is identified for a section of a roadway when the confidence value is below a confidence value, threshold. The section curvature includes at least one section start point and at least one section end point. The section curvature is based at least in part on a heading angle, the heading angle defining an angle between a projected line of travel of the vehicle and a line segment from a vehicle position to the section end point. A distance to a lane boundary is predicted based at least in part on the identified section curvature. One or more vehicle subsystems is actuated based at least in part on the predicted distance to the lane boundary.

Abstract: A system for predicting tire lift-off propensity of a vehicle tire includes a vehicle tire-affixed tire-identification device for providing a tire-specific identification, multiple tire-affixed sensors mounted to the tire measuring tire-specific parameters and generating tire-specific parameter information, one or more vehicle-affixed sensor(s) mounted to the vehicle to measure vehicle speed and a lift-off propensity estimator generating a lift-off propensity for the vehicle tire from a database containing experimentally-derived, tire-ID specific, lift-off propensities correlated with measured tire-specific parameter information and vehicle speeds.

Abstract: A vehicle system includes a processor with access to a memory storing instructions executable by the processor. The instructions include determining whether an autonomous host vehicle can traverse an environmental obstacle, and if the autonomous host vehicle can traverse the environmental obstacle, controlling an active suspension system in accordance with the environmental obstacle and controlling the autonomous host vehicle to traverse the environmental obstacle.

Abstract: A method is provided for operating a hybrid vehicle after a stationary state of the hybrid vehicle having an electric machine and an internal combustion engine with a circulating oil lubrication system. The electric machine and the internal combustion engine can be operated independently of one another and their output shafts can be operatively connected to one another via a clutch and/or a transmission for a separate or common drive. The method includes: starting the electric machine and starting the hybrid vehicle with pure electric drive; connecting the drive shafts during the electric drive and cranking the internal combustion engine without inputting fuel until a defined oil pressure is built up in the circulating oil lubrication system; uncoupling the output shafts; continuing to operate the hybrid vehicle with pure electric drive until the internal combustion engine is started.

Abstract: A system and method for operating an automatic start/stop system in a motor vehicle having an internal combustion engine, an automatic transmission and a torque converter with an impeller disconnect clutch is disclosed. A controller may implement an engine start/stop system by, at appropriate times, stopping engine by halting fuel and restarting engine when propulsion is needed. During an engine start/stop event, the engine is automatically shut down and the impeller clutch of the torque converter may be disengaged to decouple the impeller and the engine to provide for fuel and emissions savings.

Abstract: Methods and systems are provided for integrating a bi-fuel engine with a CVT transmission. Responsive to a driver demand, a controller may determine whether to maintain usage of a current fuel or transition to an alternate fuel based on the cost efficiency of the transition and further based on any engine limitations that may be incurred at the engine speed-load following the transition. To improve the net fuel economy benefit while addressing the engine limitation, a fuel transition may be combined with a CVT adjusted engine speed-load regime, while maintaining engine power output.

Abstract: A motor vehicle automatic engaged stop system includes an automatic transmission driving at least one wheel and has at least one brake member preventing wheel rotation when engaged and allowing wheel rotation when disengaged. A controller communicates with each of: the brake member to control the brake member; the automatic transmission to control a condition of the automatic transmission, and with a signal device. A brake pedal in communication with the brake member engages the brake member when depressed by a vehicle operator. After the motor vehicle reaches a zero speed the controller energizes the signal device to notify the vehicle operator to release the brake pedal and maintains a vehicle stopped condition with the brake pedal in a released condition and when the motor vehicle is positioned anywhere between uphill and downhill orientation planes.

Abstract: A path planning apparatus and method for an autonomous vehicle are provided. The apparatus includes a surrounding information detector that detects surrounding information around the vehicle and a vehicle information detector that detects vehicle information regarding driving states of the vehicle. A vehicle behavior determiner determines vehicle behavior based on the surrounding information and the vehicle information and a driving path generator generates a driving path and a velocity profile for a lane change using the surrounding information and the vehicle information when receiving a lane change signal from the vehicle behavior determiner.

Abstract: A system and associated methodology that controls a vehicle component as a function of a user input. The system stores a plurality of functions associated with a plurality of touching gestures, receives the user input, determines, based on the user input, a user gesture wherein the user gesture corresponds to one of the plurality of touching gestures, determines a function associated with the user gesture, determines a feature of the user gesture, determines an operational parameter of the function based on the feature. Then, the system controls the vehicle component associated with the function as a function of the operational parameter.

Abstract: A system for controlling a consist of rail vehicles or other vehicles includes a control unit electrically coupled to a first rail vehicle in the consist, the control unit having a processor and being configured to receive signals representing a presence and position of one or more tractive effort systems on-board the first vehicle and other rail vehicles in the consist, and a set of instructions stored in a non-transient medium accessible by the processor, the instructions configured to control the processor to create a optimization schedule that manages the use of the one or more tractive effort systems based on the presence and position of the tractive effort systems within the consist.

Abstract: A carbody of a railcar includes: a roof bodyshell; a supporting body provided under the roof bodyshell, the supporting body being attached to the roof bodyshell in a state of being positioned in the vertical direction; a rotating body which is threadedly engaged with the supporting body and rotates relative to the supporting body about an axis extending in a vertical direction to be displaced relative to the supporting body in the vertical direction; and a support target member supported by the roof bodyshell through the supporting body and the rotating body, the support target member being attached to the rotating body in a state of being positioned in the vertical direction, a vertical distance between the roof bodyshell and the support target member being adjustable by displacement of the rotating body relative to the supporting body.

Abstract: A side wall structure of an open wagon includes an upper side beam (1), wherein built-in pillow columns (3) and built-in side columns (4) are arranged on the inner side of the upper side beam (1), the upper side beam (1) is formed by pressing an outer side flanged plate (1a), an upper planar plate (1b), an inner side slope plate (1c) and a lower vertical plate (1d), the upper parts of the built-in pillow columns (3) and the built-in side columns (4) are welded on the inner side slope plate (1c) and the lower vertical plate (1d), built-in small upright columns (5) are respectively arranged on the outer sides of the built-in pillow columns (3), between the built-in pillow columns (3) and the built-in side columns (4) that are adjacent and between every two adjacent built-in side columns (4), and the upper parts of the built-in small upright column (5) are welded on the inner side slope plate (1c) and the lower vertical plate (1d); each side wall plate (2) includes a straight side wall plate (2a) and arc-shaped

Abstract: The present invention generally relates to support frames and rail cars comprising first and second side drive plates, first and second cross members connecting the respective ends of the side drive plates, third and fourth cross members connecting the side drive plates at a select distance from the first and second cross members, a coupling assembly situated at the first cross member and adapted to connect another rail car thereto, and first and second diagonal support members connected to the first cross member at an angle sufficient to substantially direct forces from the coupling assembly to the third cross member and side drive plates. The support frames and rail cars may be used for conveying bulk materials on a rail transport system.

Abstract: A yoke for use in a railway locomotive draft gear assembly is provided. The yoke includes a back wall, a front wall and top and bottom straps that extend from the front wall to the back wall. The front wall includes two side sections and a bottom section and a top section. The top strap and bottom strap are tapered to a reduced width along their respective outer edges. The top strap and bottom strap have a reduced lateral extent from their respective intersections with the front wall and the back wall.

Abstract: Systems and methods are disclosed for reliable detection of oncoming trains and for warning roadway personnel working on the railroad track of the oncoming train. A train detection system includes a wireless communication network further including train detection modules attached to catenary poles along the sides of the railroad track. Each train detection module is equipped with at least two diverse sensors configured to detect trains and other on-track vehicles. Each train detection sensor is simultaneously active and works with other train detection sensors to detect an approaching train and generate train alerts. The train alerts are transmitted wirelessly over the wireless communication network by the train detection modules. The system transmits train alerts to personal alert devices worn by roadway workers. The personal alert device forms an ad-hoc wireless network with the train detection modules.

Abstract: A solution for evaluating a vehicle, such as a railroad vehicle, is provided. Vibration data relating to the railroad vehicle can be acquired by vibration sensing devices located adjacent to a rail. Enhanced signal data can be generated from the vibration data acquired by the vibration sensing devices. The enhanced signal data can be evaluated for any anomalous features, such as vibration peaks. When multiple anomalous features are present, these features can be further evaluated to determine whether they indicate a presence of a defect on the railroad vehicle that is producing a periodic signal.

Abstract: Collapsible reusable watertight carrying cases are provided in sizes varying from small containers to large sealable container bins on wheels, to provide large quantities of water to remote areas not served by public water supplies, or where water supplies are unavailable because of weather disasters. The cases are assembled or disassembled from a joined flat space-saving configuration to a functioning case and vice-versa. The sides of the cases are erected progressively by hand by interlocking elements at the corners. The panels also disassemble progressively by being manually pulled apart. When folded into a flat storage or shipping configuration, the panels stay together, resisting unfolding by virtue of snaps which are either molded into the panels or bonded to them. The carrying cases are resistant to water, dirt, bacteria, molds, allergens, and inclement weather.

Abstract: A foldable cart having a first lower cargo compartment and a second upper cargo compartment vertically aligned over the lower cargo compartment, a front wall, a rear wall, a left wall, a right wall, a lower compartment floor, and an upper compartment floor, the upper compartment floor forming a ceiling for the lower compartment; at least one pair of rear-mounted wheels and one pair of front-mounted wheels, at least one of the pairs of wheels mounted on an axle; swivel connectors for attaching each of the front wheels to the lower compartment floor; a handle; and a locking mechanism for securely closing one or more of the compartments.

Abstract: A shopping cart attachment. The shopping cart attachment includes an attachment brace and an accessory clasp. The accessory clasp attaches the shopping cart attachment to a shopping cart. The attachment brace releasably secures a hand bag within.

Abstract: A shopping aid adapted to be secured to the side of a shopping cart comprises rear and outer panels joined to one another to define a plurality of pockets for receiving goods. Straps fitted with D-rings, hooks, side-squeeze fasteners or the like secure the shopping aid to the shopping cart. The rear panel may have a stiffening member sewn into its upper edge; this may comprise a length of woven webbing, and may be integral with the straps. The upper edge of the outer panel may comprise an elastic member.

Abstract: A steering column assembly includes an energy absorption assembly. The energy absorption assembly includes an energy absorption strap, a bracket, a pin, and a cam member. The energy absorption strap includes a plurality of engagement members. The bracket is disposed on at least one of a lower jacket assembly and an upper jacket assembly. The bracket has a first wall disposed opposite a second wall. The pin extends through the first wall and the second wall to couple the cam member to the bracket. The cam member has a plurality of complementary engagement members configured to engage the plurality of engagement members.

Abstract: A rotation-linear motion conversion apparatus (10) includes: a rack bar (30) in which a rack gear (32) is formed; a housing (40) that surrounds the rack bar (30); a pinion shaft (20) including a pinion gear (22) that engages with the rack gear (32) and that is inserted inside the housing (40); and a support part (50) that is provided on an opposed surface (41s1), which is opposed to the rack gear (32), of the housing (40) and that supports the rack bar (30) movably in a longitudinal direction of the rack bar (30).

Abstract: A steer-by-wire assembly for a steering system in a vehicle is described. The system includes a shaft rotatable in response to a steering input, a clutch that includes a brake member rotatable with the shaft and a reaction member, and an electromagnetic actuator that is selectively actuated to selectively provide a force to selectively engage the brake and reaction members. When the actuator is not actuated, the force between the brake and reaction members limits or prevents rotation of the brake member relative to the reaction member. And when the actuator is actuated, the force between the brake and reaction members is reduced or removed to permit rotation of the brake member relative to the reaction member.

Abstract: A steering device for a motor vehicle is described, the steering device comprising a steering element for steering the motor vehicle, and an actuating element by means of which wheels of the motor vehicle are adjusted as a function of an actuation of the steering element. The steering element has a steering assist unit associated with it, in particular an electronic steering assist unit for active return of the steering element, the steering assist unit comprising a motor and an open- and closed-loop control unit which drives the motor for generating an assist torque. The open- and closed-loop control unit receives data from a first sensor which directly senses the position of the actuating element, and drives the motor as a function of the position of the actuating element. Further described is a method of controlling a steering device.

Abstract: A method for detecting a situation of loss of grip of a vehicle provided with a steering system operated by a steering wheel, said method being in that it comprises a step (a) of evaluating a first indicator of loss of grip (P1) comprising calculating, as the first indicator of loss of grip (P1), the partial derivative ( P ? ? 1 = ? ? . ? ? ) , relative to a variable (?) representative of the angular position of the steering wheel, of a driving parameter which is representative of the yaw rate ({dot over (?)}) of the vehicle.

Abstract: A backup assist system for a vehicle reversing a trailer includes an input receiving a backing command and outputting a control signal based thereon. A controller receives the control signal, generates a vehicle steering command based on the control signal, and determines a length of a recovery period based on the control signal. The system also includes an interface outputting an indication of the length of the recovery period.

Abstract: Method for supporting a driver by monitoring driving of a motor vehicle or a motor vehicle with trailer comprising a towing motor vehicle and at least one trailer coupled thereto, comprising at least the following steps: detection of image signals of a surroundings area of the motor vehicle or of the motor vehicle with trailer by at least two cameras arranged in particular on the motor vehicle or on the motor vehicle with trailer; transmission of the detected image signals of the cameras to at least one display device; display on the display device of one or more camera images based on transmitted image signals of the camera, wherein the camera images to be displayed are selected depending on the relative position and/or orientation of the driver to the motor vehicle or to the motor vehicle with trailer and/or depending on a number of driving state variables of the motor vehicle or the motor vehicle with trailer.

Abstract: The invention relates to a method for assisting a driver in maneuvering a motor-vehicle combination (1) comprising, as vehicles, at least one tractor motor vehicle (2) and at least two trailers (3a, 3b) coupled thereto, wherein a target articulation angle (?2) at least between two of the vehicles (3a, 3b) is externally specified and is adjusted by means of at least one steering actuator (5a, 5b) of at least one of the vehicles (2).

Abstract: A drive assist device for assisting a drive when a subject vehicle changes lanes comprises a position measurement unit configured to measure a position of the subject vehicle; a detection unit provided at the subject vehicle and configured to detect a surrounding situation of the subject vehicle; a database configured to store map information; and a setting unit configured to set a lane change location and a reference point on a travel route of the subject vehicle on the basis of the position of the subject vehicle and the map information. The reference point is located ahead of the lane change location in a travel direction of the subject vehicle. The setting unit sets, on the basis of a detection range of the detection unit and a position of the reference point, a point at which the subject vehicle should complete changing lanes, as a lane change completion point.

Abstract: A suspension module having a subframe assembly. The subframe assembly may include a lower subframe that may pivotally support at least one lower control arm. An upper control arm mounting plate may be mounted to the lower subframe. The upper control arm mounting plate may pivotally support an upper control arm.

Abstract: A vehicle includes a side support extending in a vehicle longitudinal direction, a drive unit spaced apart from the side support in a vehicle lateral direction, where the drive unit includes a crankshaft extending in the vehicle lateral direction, and a spacer member positioned between the side support and the drive unit in the vehicle lateral direction, where the spacer member coupled to one of the drive unit and the side support, and the spacer member is detached and spaced apart from the other of the drive unit and the side support, and where the spacer member is positioned rearward of the crankshaft in the vehicle longitudinal direction.

Abstract: A range includes at least two types of motor vehicle including a first vehicle type with a sheet metal roof and a second type with a glass roof. Each of these vehicles includes a body shell structure having side rails with an outer wall facing an outside of the vehicle and an inner wall, forming an interior lining, facing an inside of the vehicle. The side rails are identical for both types of motor vehicle and selectively form a low second support zone for a longitudinal lateral edge of the sheet metal roof of the vehicle of the first type or a high first support zone for a lower face of the glass roof of the vehicle of the second type.

Abstract: Several grill assemblies and methods for assembling the same are claimed and disclosed. In one embodiment, the assembly includes slotted panels with a single deformable wall to fix the slotted panels together. In another embodiment, slotted panels are fixed together using two deformable walls, one deformed subsequently after the other. The general shape of panels and grill assemblies is disclosed. Features of grill assembly members used to mount the grill to separate structural frame members and mount separate assemblies to the grill assembly are also disclosed.

Abstract: A protective rail for a trailer is formed of an extension or ridge projecting outwardly from a wall of the trailer and extending along at least a part of a length of the wall. The protective rail is provided with tie-down anchors for coupling with tie-downs having couplers such as rings, eyes, or loops. The anchors may tongues formed in the protective rail when the protective rail is cut-out at selected locations along the protective rail. The anchors may be sized and shaped such that the surrounding portion of the protective rail prevents or tends to prevent other trailers or objects contacting the protective rail from damaging or becoming caught on the anchors.