Abstract: An apparatus includes a mounting plate having at least one deformable opening arranged to receive a securing member. The opening is configured to deform when a load on the mounting plate exceeds a predetermined threshold. The apparatus includes a ring member connected to the mounting plate. The ring member includes an opening to receive a strap there-through.

Abstract: A locking apparatus used for controlling a movable chain, strip or strap-shaped object (71) comprising a support frame; a roll shaft (6) with a friction surface or a sprocket pitch slot (64), the roll shaft (6) being fixedly connected to a support rod (66), and one end of the support rod (66) being pivotally connected onto the support frame; a pawl (62) disposed above the roll shaft (6) and capable of rotating around one end; and a pressurization body (3) opposite to the roll shaft (6) along a transverse direction, thereby forming a roll gap between the roll shaft (6) and the pressurization body (3). The roll shaft (6) can freely rotate when the roll shaft (6) is in a middle state. When the roll shaft (6) is forced to downwards pivot until a ratchet disposed on a contact base (65) engages with a ratchet (6302) of the roll shaft (6) to prevent the rotation of the roll shaft (6), the object (71) can be locked.

Abstract: An image is received from an image sensor including an occupant's head and a webbing. A center line of the occupant is determined. A webbing payout length is determined based on the center line. A safety device is adjusted based at least in part on the webbing payout length.

Abstract: A thick film polymer membrane switch can be positioned within a seat belt buckle. The switch can detect if the seat belt buckle is fastened or unfastened. In one approach, an apparatus includes a housing having a cavity, an insertion member moveable within the cavity, a connector positioned within the cavity, and a switch positioned within the cavity, wherein movement of the insertion member causes the connector to connect or disconnect from the switch. In some approaches, the switch includes a first conductive element formed adjacent a first layer of flexible film, and a second conductive element formed adjacent a second layer of flexible film, wherein the first and second layers of flexible film are separated by a gap.

Abstract: Some embodiments are directed to hierarchical based computer implemented methods and systems for controlling predetermined vehicle operations upon receiving requests from vehicle occupants. The methods and systems include identifying vehicle occupants regardless of their location within the vehicle, and matching an identified vehicle occupant who has entered a request with one profile of a hierarchy of stored profiles. Each profile can correspond to at least one of the occupants who has been identified, and provides authorization to control certain of the predetermined operations.

Abstract: A smart entry system includes a smart control unit that detects whether communication with a portable device has been established, and a centralized control unit that unlocks a driver's door when a driver's door unlock operation is detected and establishment of communication with the portable device is detected. The centralized control unit includes a timer unit that measures time when a passenger's door open operation is detected or when a passenger's door open operation is detected and the fact that communication with the portable device has not been established is detected. The centralized control unit unlocks at least one of the passengers' doors along with the driver's door when a driver's door unlock operation is detected and establishment of communication with the portable device is detected while the timer unit is measuring a certain period of time.

Abstract: A steering column lock comprises a bearing-mounted, free-rotating keyhole cover that covers an underlying locking device. When installed on the steering column of a vehicle, the steering column lock prevents a would-be car thief from grabbing the lock with pliers or another tool and using the lock to turn the steering column and thus drive the vehicle, because rotation of the free-rotating outer cover does not cause rotation of the other portions of the lock.

Abstract: The present invention provides a system and method for anti-theft and tracking of automobile and automobile wheels. The system comprises of an alert and tracking device (105) installed on the inside of an air stem of a wheel along with tire pressure monitor system (TPMS), wherein the alert and tracking device (105) detects and alerts of theft when there is an unauthorized movement such as lifting, tampering, removal of the wheel and also tracks and monitors the position of the stolen wheel. The system further comprises of a remote tracking application (111) to control and track the stolen wheel from the remote location.

Abstract: Measures for use in operating a key module (100) associated with a vehicle. A proximity of the vehicle key module to a mobile telephony device (102) associated with an authorized user of the vehicle is monitored at the vehicle key module (100). In response to the monitoring indicating that a distance between the vehicle key module and the mobile telephony device (102) has exceeded a predetermined threshold distance, the vehicle key module transmits a lack of proximity alert message to the mobile telephony device. An operational status change code associated with one or more of the vehicle and the vehicle key module (100) is received by the vehicle key module (100) from the mobile telephony device (102). On the basis of the received operational status change code, an operational status change in relation to one or more of the vehicle and the vehicle key module is initiated.

Abstract: A geo-proximity Vehicle Alert and Access System (VAAS) is discussed that has a cloud based server having a GPS-based proximity system to control and track a package exchange process, to speed up a package delivery and pick-up process, and to ensure security for the package exchange process. The cloud based server is configured to receive both current GPS coordinates of a package carrier's vehicle and current GPS coordinates of a target vehicle for at least one of package delivery to the target vehicle and package pick up from the target vehicle. The cloud based server is configured to send to the target vehicle the commands to wake-up an on-board telematics module, to give an alert, to unlock the target vehicle, and to lock the target vehicle after receiving a confirmation of the package exchange process.

Abstract: A vehicle entry system includes a lock mechanism, an interface, and a control. The control receives a plurality of code digits by presenting a displayed number on the interface that is initially a random number and at least one of changing or receiving an entry of the displayed number based on a signal from the input. When the plurality of code digits corresponds to a stored entry code, the control causes the lock mechanism to unlock.

Abstract: The present invention provides a windowpane defogging device for a motor vehicle which, upon generation of a fog on a windowpane, comes into a defogging mode to remove the fog generated on the windowpane. The windowpane defogging device includes a relative humidity detecting unit configured to detect a windowpane relative humidity of a driver seat view field region of the windowpane and a windowpane relative humidity of a passenger seat view field region of the windowpane, and a control unit configured to control entry into the defogging mode by determining the generation or non-generation of the fog on the windowpane based on the windowpane relative humidity of the driver seat view field region and the windowpane relative humidity of the passenger seat view field region inputted from the relative humidity detecting unit.

Abstract: A control device for a vehicle including: a peripheral information detection section that detects peripheral information of a vehicle; a sensing section that senses dirt at the peripheral information detection section; a removal section that removes dirt at the peripheral information detection section; and a control section that controls the removal section to remove the dirt, in at least one of a case in which removal of the dirt by the removal section is instructed or a case in which the dirt is sensed by the sensing section.

Abstract: A windscreen wiper device comprising an elastic, elongated carrier element, as well as an elongated wiper blade of a flexible material, which can be placed in abutment with a windscreen to be wiped, which wiper blade includes at least one longitudinal groove, in which groove a longitudinal strip of the carrier element is disposed, which windscreen wiper device comprises a connecting device for an oscillating wiper arm, as well as a spoiler, characterized in that the spoiler is movable from a first position, wherein the spoiler has an symmetric profile, seen in cross-section of the wiper blade, in the absence of a wind load thereon, into a second position, wherein the spoiler has a asymmetric profile, seen in cross-section of the wiper blade, in the presence of a wind load thereon.

Abstract: Assembly for the production of a wiping system (1), comprising a terminal part (4) of a wiper arm (3) designed to move a wiper blade (2), and a connecting interface (5) for conveying a liquid to the wiper blade (2), said assembly further comprising one sliding element (6) having a first position for locking a connecting device of the wiper blade (2) on said terminal part (4), and a second position enabling the terminal part (4) and the connecting device to be separated, said sliding element (6) being further able to hang said connecting interface (5) either on the connecting device in the first position or on the terminal part (4) in the second position.

Abstract: An improved device and method of lubrication for a tongue jack, 5th wheel jack, or other jack or other threaded positioning device. Ports are provided in the inner and outer tubes of the jack. The aligned ports provide access to a lubrication cavity in the jacknut. The lubrication cavity may include a grease fitting such as a zerk fitting. When the ports are in alignment, a grease gun can be inserted easily to the zerk fitting to apply grease to the interior structure of the nut as well as to the threads of the jackscrew. The lubricant may be introduced directly at a region of contact between a screw and the load bearing element. Applicant's test results show that this improved lubrication can increase the life cycle of the jack by more than 100%.

Abstract: In response to driver selection of PARK, a vehicle transmission is commanded to momentarily select and hold NEUTRAL before PARK, while a vehicle wheel brake is applied. Such an arrangement avoids trapping torque in the driveline, and thus can obviate pawl ‘thump’ when PARK is next disengaged.

Abstract: A brake actuation sensor device is described for a brake system of a vehicle having a strain and/or compression gage which is reversibly variable in its extension, whereby at least one electrical property is able to be changed, and an evaluation device, by which at least one electrical variable is able to be ascertained with respect to the changeable electrical property, and, taking into account the at least one ascertained electrical variable, an evaluation variable is able to be determined with respect to a brake actuating force, the strain and/or compression gage being additionally developed so that the strain and/or compression gage is able to be situated in direct or indirect contact with a brake booster housing device in such a way that a force exerted on the brake booster housing device causes a mechanical stress in the strain and/or compression gage. Furthermore, a method is described for mounting a brake actuation sensor device of a brake system of a vehicle.

Abstract: The vehicle brake pedal device includes a pedal bracket fixed to a partition wall, a brake arm and a coupling arm assembled to the pedal bracket, a clevis and a movable plate assembled to the coupling arm, and a fixed member and a coupling bracket assembled to a vehicle body component. In the event of a front collision of the vehicle, the pedal bracket is moved backward, and the movable plate is brought into abutment against the fixed member to rotate. As a result, a push part of the movable plate is brought into abutment against the clevis, and a breakable part of the clevis is broken so that the clevis and the coupling arm are decoupled from each other. Then, the coupling arm is rotated forward with respect to the pedal bracket.

Abstract: A Hill Start Assist (HSA) system for an off-road type vehicle includes a brake system for producing a braking force sufficient to maintain the vehicle in a stopped condition, and a control unit in communication with the brake system for controlling a brake modulator of the brake system to maintain the braking force when a manual brake actuator of the brake system is in a released position. The HSA system is operable in a ready state where the brake modulator is in an open condition and the braking force is not maintained, an activated state and a hold state where the brake modulator is in a closed condition and the braking force is maintained. The HSA system is only in the ready state upon determination by the control unit that predetermined vehicle conditions are satisfied.

Abstract: Various embodiments of a tractor controller for monitoring trailer brake applications is disclosed. The control logic of the tractor control is capable of receiving a signal indicative of a trailer brake application; receiving a signal indicative of a foot brake application; totaling a number of signals indicative of a trailer brake application for a predetermined time period; and totaling a number of signals indicative of a foot brake application for the predetermined time period. The control logic then compares the total number of signals indicative of a trailer brake application with the total number of signals indicative of a foot brake application. The control logic records a flag in response to the total number of signals indicative of a trailer brake application being greater than the total number of signals indicative of a foot brake application.

Abstract: A differential locking axle control system that can cause the axle to automatically lock and unlock at any vehicle speed, up to a predetermined maximum speed, or any wheel spin rate up to a predetermined maximum, when a vehicle is being steered either in a straight line or around a curve while taking traction and global positioning factors into account.

Abstract: Methods and apparatus to control braking of a vehicle during low deceleration operations are disclosed. A disclosed apparatus includes a controller configured to determine a deceleration of a vehicle, compare the deceleration to a threshold, and modulate, at a predetermined frequency, a brake pressure of the vehicle in response to the deceleration being below the threshold.

Abstract: A motor pump includes a base body, a pump, and a motor. The motor includes a tubular yoke having a bottom and an opening on a base body side, a bearing, a rotation shaft, a rotor, a commutator, a brush and a brush shaft. The bearing is fitted to an inside of a bearing hole of the base body. The brush holder is fitted to an inside of the yoke and engages with an outer peripheral surface of the bearing. The brush holder and the bearing are disposed so as to be spaced from the base body in an axial direction of the rotation shaft. The motor-side seal member is provided between the yoke and the base body. The base body constitutes a stopper that prevents the brush holder from being extracted from the yoke.

Abstract: To provide a brake control apparatus that brings a brake operating member to a proper position during antilock control. At least during operation of an antilock controller 105, valves 23 and 24 are actuated to impart a stroke to a piston 52P with hydraulic pressure generated by the pump 7.

Abstract: In a system including a reservoir tank RSV integral with a master cylinder M/C, an inlet fluid passage 16 for connecting an inlet portion 22 of a pump P to the reservoir tank RSV, a pressure reducing fluid passage 32 that connects the inlet fluid passage 16 to wheel cylinders W/C and a normally closed pressure reducing vale 30 that is connected to the pressure reducing fluid passage 32 and opened when it is intended to depressurize a brake fluid to in the wheel cylinders thereby to return the brake fluid to the reservoir tank through the inlet fluid passage 16, there is employed a normally closed reservoir shutting valve 31 that is connected to the pressure reducing valve 30 in series with respect to the wheel cylinders W/C and the reservoir tank RSV.

Abstract: A vacuum operated brake booster, comprises a casing including a base defining at least one hole, and at least one tube extending through the casing and configured to receive a screw for fastening the brake booster to a wall of a passenger compartment of a vehicle. The tube defines a rear end with a peripheral fold forming a rear groove, and an extension extending beyond the rear groove, the extension defining a first outer edge and being configured to be folded toward an outer side of the tube to form a crimping lip. The at least one hole is bordered by a recessed ring having a form complementary to that of the rear groove of the rear end of the at least one tube. The extension is configured to be folded above a second outer edge of the recessed ring and blocked in the groove.

Abstract: A drive assembly having a motor accommodating bore for an electric motor, the bore being directed perpendicularly into an end face of a block-like accommodating body, and having a motor housing for accommodating a bearing provided for a motor shaft of the electric motor the bearing being fixed in an end-side motor housing section which extends into the motor accommodating bore. The invention provides for the electric motor to be frictionally fixed and centered in the motor accommodating bore by a motor holder that is fastened to the end-side motor housing section and projects into the motor accommodating bore.

Abstract: One embodiment provides a circuit board having a substrate and an electrode portion which is provided on the substrate. The electrode portion includes: a quadrangular land which is provided on a front surface of the substrate; a solder layer which is laminated on the whole of a front surface of the land; and a pad which is joined to a front surface of the solder layer. When the electrode portion is seen from thereabove, an outer circumferential line of the pad touches each of four sides of the land. Exposed portions where the solder layer is exposed are formed individually at four corners of a front surface of the electrode portion. And, the exposed portions are formed to have the same shape.

Abstract: A method is described for operating a motor vehicle, in which control is applied, in the context of a drive-off operation, to an electrical machine operable in motor mode in order to deliver a torque driving the vehicle, control simultaneously being applied to a braking system of the motor vehicle in such a way that it applies a braking torque.

Abstract: A vehicle drive includes a gear set, a first motor/generator coupled to a sun gear of the gear set, a second motor/generator selectively coupled to at least one of (a) a planetary gear carrier of the gear set and (b) a ring gear of the gear set, an engine coupled to the ring gear of the gear set and selectively coupled to the second motor/generator, and a clutch configured to selectively engage the second motor/generator to the engine. The first motor/generator and the second motor/generator are electrically coupled without an energy storage device configured to at least one of (a) provide electrical energy to the first motor/generator or the second motor/generator to power the first motor/generator or the second motor/generator and (b) be charged by electrical energy from the first motor/generator or the second motor/generator.

Abstract: According to an aspect of the invention, there is provided a method of managing vehicle electrical power that includes determining that there is at least one low emission zone along a route, determining a required power capacity a vehicle electric power source needs to propel the vehicle through the at least one low emission zone, determining a remaining power capacity of the vehicle electric power source and controlling use of electrical power on the vehicle to preserve at least a portion of the remaining power capacity corresponding to the required power capacity for use in propelling the vehicle through the at least one low emission zone.

Abstract: The invention relates to a controller (140) for a hybrid electric vehicle (HEV), the controller (140) being operable to control a HEV to assume a HEV mode of operation in which each of a plurality of actuators (121, 123) of a HEV is controlled to assume a prescribed operational state, the controller being configured to control a HEV to assume an operational mode responsive to data in respect of a route of a journey to be made by a HEV, a route comprising at least one route segment, the controller (140) being configured to determine a target state of charge of an energy storage device (150) of a HEV for each said at least one route segment being a state of charge of an energy storage device (150) that is to be achieved at the end of said at least one segment responsive to the data in respect of a route, the controller (140) being further configured to control the HEV to achieve the target state of charge at the end of said at least one segment.

Abstract: An ECU changes driving force characteristics in accordance with a changeover in mode, such that the vehicle driving torque for the same vehicle speed and the same accelerator opening degree becomes larger during a CD mode than during a CS mode. In changing the driving force characteristics in accordance with the changeover in mode, the ECU executes a slow change process such that the vehicle driving torque approaches a value after the changeover in mode from a value before the changeover in mode as time passes. In this slow change process, the speed of change in the vehicle driving torque in the slow change process is more strictly limited when the changeover in mode is made based on host vehicle position information than when the changeover in mode is made in accordance with the operation of a mode switch.

Abstract: The present disclosure provides a hybrid electric vehicle, a drive control method and a drive control device of a hybrid electric vehicle. The drive control method includes: obtaining a current gear position of the hybrid electric vehicle and a current electric charge level of a power battery; determining whether the vehicle is within a speed start-stop interval according to the current gear position of the hybrid electric vehicle and the current electric charge level of the power battery; obtaining a slope of a road on which the vehicle is driving and a current speed of the hybrid electric vehicle, if the vehicle is within a speed start-stop interval; and controlling a working state of an engine and/or a motor of the hybrid electric vehicle according to the slope of the road on which the vehicle is driving and the current speed of the vehicle.

Abstract: When a catalyst temperature is lower than a predetermined temperature on a second or subsequent start of an engine since system activation of a vehicle, a catalyst warm-up request is output for the purpose of warming up a catalyst in a catalytic converter. An output limit Wout of a battery is not increased in response to a second or subsequent output of the catalyst warm-up request, while being increased in response to a first output of the catalyst warm-up request. Accordingly, the catalyst warm-up in response to the second or subsequent output of the catalyst warm-up request since the system activation suppresses excessive output of electric power from the battery and thereby suppresses deterioration of the battery. Catalyst warm-up is performed in response to the second or subsequent output of the catalyst warm-up request. This suppresses deterioration of emission.

Abstract: A hybrid vehicle includes an engine, a rotary electric machine, a filter and an ECU. The engine includes an exhaust passage. The rotary electric machine is a driving source of the vehicle. The filter traps particulate matter flowing through the exhaust passage. The ECU is configured to control the hybrid vehicle in any one of a plurality of control modes. The plurality of control modes include a first control mode and a second control mode. The number of opportunities for the engine to operate when the control mode is the second control mode is larger than the number of opportunities for the engine to operate when the control mode is the first control mode. The ECU is configured to, when the filter is regenerated, control the hybrid vehicle in the second control mode.

Abstract: When reproduction of a filter is required, and a filter temperature is within a first temperature range, an ECU executes a control process including the steps of executing a successive motoring control, determining an intermittent motoring period, an intermittent stopping period, and an intermittence number when the filter temperature is within a second temperature range, and executing an intermittent motoring control.

Abstract: A control method of a hybrid vehicle includes: confirming whether or not the driving mode of the vehicle is an EV mode when a controller senses shift of the position of a shift lever from the position R to the position D or from the position D to the position R; applying reverse-directional motor torque to a motor through the controller so that a motor speed is synchronized with the speed of an engagement-side clutch, as a result of confirmation of the driving mode, if the driving mode of the vehicle is the EV mode; and executing normal driving of the vehicle by applying regular-directional motor torque to the motor through the controller after synchronization of the motor speed with the engagement-side clutch speed.

Abstract: A vehicle includes a starter motor, an engine having an output mechanically coupled to the starter motor, a transmission having an input, and an electric machine mechanically coupled to the transmission input. The vehicle further includes a clutch configured to mechanically couple the electric machine and the output of the engine, and at least one controller. The at least one controller is programmed to initiate an engine start based on driver demand. The controller is further configured to enable pressure to the clutch for the engine start if driver demand is less than a calibratable torque value or enable the starter motor for the engine start if the driver demand is greater than a calibratable torque value. The controller may lock the clutch to the output of the engine in response to the speed of the engine being approximately equal to the speed of the electric machine.

Abstract: An exemplary pump condition response method includes, in response to a pump condition, operating an engine to discontinue or prevent a first stop-start cycle during a drive cycle. The method permitting a second stop-start cycle during the drive cycle.

Abstract: A processor for a vehicle includes a vehicle yaw moment instruction calculator, and a mode under which yaw moment of the vehicle is controlled. If the vehicle yaw moment instruction value generates the driving forces or the driving torques, the driving forces or driving torques are different between the left and right wheels. If the vehicle yaw moment instruction value generates the braking forces or the braking torques, the braking forces or the braking torques are different between the left and right wheels. The mode operates at least in transit region between daily region and limit region.

Abstract: A method for controlling a semi-autonomous vehicle modifies a current path for the vehicle desired by a driver of the vehicle. The current path starts at a current position of the vehicle and ends in a target position of the vehicle and the method modifies the current path while preserving the current position and the target position of the vehicle in the modified path. The method overrides the actions of the driver to control a movement of the vehicle according to the modified path.

Abstract: A composite autonomous driving assistant system for making decision and a method of using the same is provided. A longitudinal-controlling autonomous driving assistant device and a lateral-controlling autonomous driving assistant device start to automatically assist in driving a vehicle. Then, a sensing device senses states of the vehicle and an environment and generates one sensing signal. When a controller determines that the collision period is less than a preset collision period and that a deceleration signal of the sensing signal is larger than a preset deceleration, the controller generates a turn-stopping signal. When the controller determines that a turn angle signal of the sensing signal is larger than a preset angle, the controller generates a speed-stopping signal. The system establishes a switching threshold condition when the plurality autonomous driving assistant devices coexist.

Abstract: A method and a system for controlling a cruise control and a transmission in a vehicle over the course of a road section, wherein prior to the road section, the vehicle has applied coasting and utilizes the cruise control. A reference speed vref utilized in the cruise control during the coasting is lowered to a lowest permitted speed vmin defined for the road section if the lowering is deemed applicable. A comparison of a drive force Fdd requested from an engine system in the vehicle with a threshold value Flim for the drive force is also carried out. The coasting is then suspended if the requested drive force Fdd exceeds the threshold value Flim for the drive force.

Abstract: A demand is identified based on input from a vehicle operator. Data is received providing a history of vehicle velocities. An estimated reference velocity is generated based at least on the velocity data. A final demand is generated based at least in part on a reference velocity indicated by the velocity control signal and the estimated reference velocity.

Abstract: A vehicle control device includes a controller configured to perform: ignition starting of an engine when a detected crank angle is within a first area in which the ignition starting of the engine may be performed with probability not smaller than a first predetermined value; and the ignition starting of the engine while increasing an engine speed by engaging a clutch to transmit torque of a drive wheel to a crankshaft when the crank angle is within a second area in which the ignition starting of the engine may be performed with probability not smaller than a second predetermined value smaller than the first predetermined value and smaller than the first predetermined value, the instruction is output based on a signal indicating that a braking unit is turned on, and a gear of a transmission is not in neutral.

Abstract: When neutral control is started by placing a CVT drive clutch in a semi-engaged state while a vehicle is decelerating in a state where a second power transmission path is established, a clutch mechanism that is semi-engaged in neutral control while the vehicle is decelerating is changed from the CVT drive clutch to a forward clutch before a stop of the vehicle, so it is possible to continue the neutral control until a stop of the vehicle. At a stop of the vehicle, a power transmission path is already changed to a first power transmission path that establishes a gear ratio (EL) higher than a highest gear ratio (?max) that can be established by the second power transmission path. Thus, right after a stop of the vehicle, it is possible to execute idle stop control.

Abstract: Methods and systems for determining instructions for pulling over an autonomous vehicle are described. An example method may involve identifying a region of a road ahead of the autonomous vehicle based on lane boundaries of the road, one or more road boundaries indicating an edge of the road, and a size of the autonomous vehicle. The method may also involve determining a braking profile for reducing the speed of the autonomous vehicle based on the region and a speed of the autonomous vehicle. The method may also involve determining, based on the braking profile, a trajectory such that the autonomous vehicle will travel within the region while reducing the speed of the autonomous vehicle. The method may further involve determining instructions for pulling over and stopping the autonomous vehicle in the region in accordance with the determined trajectory and storing the instructions in a memory accessible by a computing device.

Abstract: A computing device for a vehicle includes a processor and a memory. The processor is programmed to determine that a vehicle destination includes a boat launch and that the vehicle is towing a trailer including a boat. The computing device guides the vehicle at the boat launch to position the trailer to launch the boat.