Abstract: A method is provided for controlling a hybrid electric vehicle. The vehicle includes at least one motor-generator, an internal combustion engine employing a camshaft and a camshaft phaser, and an energy-storage device operatively connected to the engine and to the at least one motor-generator. The method includes determining whether a deceleration of the vehicle is desired, and ceasing a supply of fuel to the engine when the deceleration is desired. The method additionally includes regulating the camshaft phaser to a predetermined fuel cut-off position when the supply of fuel to the engine has been ceased, such that a magnitude of compression pulses in the engine is reduced relative to when the engine is being fueled. A system for controlling the hybrid electric vehicle and for executing the above method is also provided.

Abstract: A method and an apparatus for controlling engine start for a hybrid electric vehicle are provided. The apparatus includes a data detector that is configured to detect data for controlling start of an engine. Additionally, a controller is configured to calculate a demand power of a driver based on the data and start the engine when the demand power of the driver is greater than an engine-on power line which is a reference for starting the engine.

Abstract: An electronic control unit sets a drivability target engine speed, sets upper limit engine power on the basis of the drivability target engine speed, and sets upper limit drive power by dividing the upper limit engine power by a rotational speed of a driveshaft. Then, the electronic control unit compares accelerator requested drive power with the upper limit drive power, sets target engine power such that lower one of the accelerator requested drive power and the upper limit drive power is output to the driveshaft, and controls an engine, a first motor, and a second motor such that the target engine power is output from the engine. In this way, a driver can receive further favorable drive feeling.

Abstract: A series hybrid transmission includes a first motor device for driving a first shaft, a second motor device for driving a second shaft. Drive gears on the first and second shafts can be simultaneously engaged in the same or different gears and torque from the two motor devices can he multiplied. When shifting up or down, the drive gear on one of the shafts can be disengaged while the drive gear on the other one of the shafts remains engaged to avoid interruption in application of torque.

Abstract: Methods and systems are described for conserving fuel used by an engine. In some embodiments a control module processes a user-provided input, as a first function, into a second function. The second function can be used to direct the engine with a directive output power. The directive output power may have regions equal to, greater than, and/or less than what the power output would be if the engine were controlled using the user-provided input.

Abstract: A control unit of a hybrid vehicle derives maximum assisting electric power and maximum chargeable electric power of a battery, and permits a shift to an engine direct coupled drive in the event that an imaginary operation point of an internal combustion engine where the maximum assisting electric power is supplied to a motor and an imaginary operation point of the internal combustion engine where the maximum chargeable electric power is stored in the battery, at a rotational speed of the internal combustion engine which corresponds to a required driving force required on the hybrid vehicle when the hybrid vehicle executes the engine direct coupled drive, are positioned inside an area where energy efficiency of the hybrid vehicle becomes higher when the hybrid vehicle executes the engine direct coupled drive than when the hybrid vehicle executes a series drive.

Abstract: A method and an apparatus for controlling a hybrid electric vehicle are provided. The method includes: determining whether a coasting condition is satisfied and whether a current gear stage is greater than or equal to a predetermined gear stage; determining whether a brake pedal is pushed when the coasting condition is satisfied and the current gear stage is greater than or equal to the predetermined gear stage; determining whether deceleration of the hybrid electric vehicle is less than a predetermined deceleration when the brake pedal is pushed; connecting a speed gear to an output shaft when the deceleration of the hybrid electric vehicle is less than the predetermined deceleration; determining whether a shift condition before stopping from a current gear stage to a target gear stage is satisfied; and locking up a shift clutch when the shift condition before stopping is satisfied.

Abstract: A control device for a hybrid vehicle includes a traction motor that is for driving a vehicle and transmits power to the wheels of the vehicle, an engine that is connected to a power transmission route to the vehicle wheels, through a clutch, a generator that is connected to the engine, a breakdown detecting unit that detects a breakdown of the traction motor, and a retreat traveling control unit that stops firing of the engine and operates the generator as a motor while switching the clutch to a connection state to make the vehicle travel using the generator, in a case where a breakdown of the traction motor is detected by the breakdown detecting unit.

Abstract: A parking assist apparatus includes a parking switch for instructing an execution or a release of a parking assist function, a sensor for searching a parking slot, and a controller for searching the parking slot using the sensor when the parking switch is turned on, entering a vehicle speed control mode to check an interface operation by a driver, controlling vehicle speed according to the interface operation, and performing a parking assist.

Abstract: A method for automatically controlling a vehicle includes giving a reference local path and a potential speed of the vehicle. The method also includes calculating a stirring angle automatic setpoint that makes it possible to calculate a lateral acceleration proportional to the square of the potential speed of the vehicle, making the vehicle describe an arc of a circle including a point of intersection with the reference local path at a distance from the vehicle. A speed setpoint is generated and set to a value equal to that of the potential speed when the lateral acceleration has a value lower than a maximum permissible lateral acceleration value and the value of the potential speed is decreased when the lateral acceleration has a value higher than or equal to the maximum permissible lateral acceleration value so as to calculate a reduced lateral acceleration by repeating the calculating.

Abstract: A travel control device acquires subject vehicle information including the position of a subject vehicle, acquires object information including the position of an avoidance object which the subject vehicle should avoid, plans a target route for avoiding the avoidance object in accordance with the position of the subject vehicle and the position of the avoidance object, and outputs command information for driving the subject vehicle on the target route. The planning function is used to reduce the distance from the subject vehicle to a turning point as a margin distance decreases. The margin distance is the distance between the subject vehicle and a lane marker on a road on which the subject vehicle is traveling and is along a width direction of the road. The turning point is a point at which the location of the target route along the width direction varies by a predetermined distance or more.

Abstract: A method for operating a vehicle, whereby a first setpoint trajectory is ascertained at a first point in time, based on which a setpoint trajectory of the vehicle is controlled, wherein, at a second point in time which is subsequent to the first point in time, it is checked whether or not the actual trajectory of the vehicle can continue to be controlled based on the first setpoint trajectory, and if yes, the actual trajectory of the vehicle continues to be controlled based on the first setpoint trajectory, while if no, a second setpoint trajectory is ascertained based on which the actual trajectory of the vehicle is controlled. A driver assistance system and a computer program product are also provided.

Abstract: A method of controlling a Continuously Variable Transmission (CVT) simulates a step-ratio transmission upshift. To simulate a step-ratio torque phase, the input torque is gradually reduced before beginning to change the variator ratio. Then, as the variator ratio is changed, the input torque is gradually increased to compensate for the decreasing torque ratio, simulating the relatively constant output torque of an inertia phase of a step-ratio upshift.

Abstract: In a method of operating a drive device for a motor vehicle, a clutch is at least partly engaged, while an internal combustion engine of the drive device is inactive during coasting of the motor vehicle and the clutch is disengaged, to crank and thereby start the internal combustion engine with a clutch torque applied to the clutch. The clutch torque is hereby determined from a default wheel slip value which is based on a motor vehicle parameter.

Abstract: A control method of a tracked vehicle having a track belt and configured to advance the tracked vehicle provides for acquiring the driving speed of the tracked vehicle; acquiring the speeds of the tracks with respect to the tracked vehicle; calculating a range of expected values of traveling speed as a function of speed of the track; and varying the speed of the track when the traveling speed of the tracked vehicle is outside the range of expected values.

Abstract: Disclosed is a method for protecting a vehicle clutch, including a check step for checking the mileage of a vehicle and the number of times a clutch wear compensation device is operated; after the check step, a calculation step for calculating a clutch thermal severity level, which indicates the degree of thermal severity of the clutch, based on the mileage and the number of times the wear compensation device is operated; and a control step for controlling at least one of the shifting pattern of the vehicle and engine RPM depending on the clutch thermal severity level, after the calculation step.

Abstract: The invention relates to a method for controlling a drivetrain having an internal combustion engine, a dual-clutch transmission, having a first and second sub-transmission having at least one shiftable gear ratio, a first friction clutch disposed between the internal combustion engine and the first sub-transmission and a second friction clutch disposed between the internal combustion engine and the second sub-transmission to provide a drivetrain torque at a transmission output of the dual-clutch transmission by transferring an engine torque adjusted thereto via the friction clutches.

Abstract: A shifting control method for a vehicle including: a shifting requirement determination step in which a controller determines whether power-on downshifting is required and whether a gear level when shifting is started is equal to or greater than a fourth gear; a first torque crossing step in which, when power-on downshifting is required from the gear level equal to or greater than the fourth gear, torque of a first clutch is decreased and torque of a second clutch is increased; a gear manipulation step in which, when the first clutch is released by the first torque crossing step, a target gear is engaged by manipulating a synchronizer while the torque of the second clutch is maintained; and a second torque crossing step in which, when the target gear has been engaged by the gear manipulation step, the first clutch is engaged and the second clutch is released.

Abstract: A protocol adapter for transferring diagnostic signals between a vehicle network and a computer including a vehicle connector, a common connector plate, and a common electronics package. The vehicle connector is interfaced with the vehicle network. The common connector plate is interfaced with the vehicle connector. The common electronics package is interfaced with the common connector plate, and wirelessly transmits the diagnostic signals from the vehicle network to the computer.

Abstract: A bidirectional overhead urban transport (TUEP) for a large transportation capacity, which is suspended over a series of poles, without interfering with the traffic of vehicles and pedestrians surface, which is characterized by having a continuum of autonomous cabins circulating about a tubular track suspended by static wires hanging from the poles. The system has overhead stations for passengers, by which access is given to the suspended cabins, moved by autonomous and independent electric motors which rotate a drive pulley rolling on the upper back of a horizontal tubular track raised or inclined according to the topography of the ground. The peculiarity of this transport system is that each of the cabins that are only for two passengers, travels directly to a destination station, where is diverted from the main flow to a station, so it is not necessary to stop the main flow of cabins, which results in that although circulating at low to moderate speed, the time required to travel is reduced.

Abstract: A communication system and method receive, at an energy management system disposed onboard a vehicle system formed from a lead vehicle and one or more remote vehicles, trip data that represents one or more characteristics of an upcoming trip of the vehicle system along a route. A selected portion of the trip data is communicated from the energy management system to a distributed power system also disposed onboard the vehicle system. The selected portion includes identifying information and one or more orientations of the one or more remote vehicles. Using the distributed power system, communication links between the lead vehicle and the one or more remote vehicles are established using the identifying information and the one or more orientations.

Abstract: A railroad open top hopper car comprises a pair of spaced trucks a railcar body, the body comprising a pair of side structures railcar, wherein each including (i) a top chord extending the side structure length, (ii) a plurality of upper side stakes extending from the top chord, (iii) an intermediate side chord extending the side structure length and below the top chord and coupled to the upper side stakes, (iv) a plurality of lower side stakes extending from the intermediate side chord, and (v) a side sill extending the length and below the intermediate side chord and coupled to the lower side stakes. The body forms discharge chutes forming pockets for the body with a plurality of intermediate doors and end doors, wherein the end doors are larger than the intermediate doors. Each door may include a biased door seal.

Abstract: A door operating assembly for a railcar includes an actuating device. The railcar includes a railcar container and a lower portion coupled to the railcar container. The railcar container includes two opposing sidewalls and at least one door coupled to the lower portion. The railcar defines a longitudinal axis extending therethrough. The door operating assembly also includes at least one door operating mechanism coupled to the actuating device. At least a portion of the at least one door operating mechanism extends longitudinally along one sidewall of the two opposing sidewalls. The door operating assembly further includes at least one axial drive member coupled to the at least one door operating mechanism. The door operating assembly also includes at least one door drive assembly coupled to the at least one axial drive member. The at least one door drive assembly is coupled to the at least one door.

Abstract: A system includes a track system having a first rail and a second rail, a track activity detection circuit electrically connected to each of the first rail and the second rail, a track shunt circuit electrically connected to the first rail and the second rail, wherein the track shunt circuit is configured to selectively electrically connect the first rail and the second rail through a shunt. A method includes receiving an instruction to apply a shunt between a first rail and a second rail of a track system, and electrically connecting the first rail to the second rail through a controllable track shunt circuit.

Abstract: A system is provided for determining a quality of a location estimation of a powered system at a location. The system includes a first sensor configured to measure a first parameter of the powered system at the location. The system further includes a second sensor configured to measure a second parameter of the powered system at the location. The system further includes a second controller configured to determine the location estimation of the powered system and the quality of the location estimation, based upon a first location of the powered system based on the first parameter, and a second location of the powered system based on the second parameter of the powered system. A method is also provided for determining a quality of a location estimation of a powered system at a location.

Abstract: A system (e.g., a control system) includes a sensor configured to monitor an operating condition of a vehicle system during movement of the vehicle system along a route. The system also includes a controller configured to designate one or more operational settings for the vehicle system as a function of time and/or distance along the route. The controller is configured to operate in a first operating mode responsive to the operating condition of the vehicle system being at least one of at or above a designated threshold, and in a second operating mode responsive to the operating condition of the vehicle system being below the designated threshold. The controller designates operational settings to drive the vehicle system toward achievement of a first objective when in the first operating mode and toward achievement of a different, second objective when in the second operating mode.

Abstract: The utility cart of the present application comprises a frame, at least two wheels and a storage panel. In one embodiment, the storage panel is removable and capable of being replaced with an alternate storage panel.

Abstract: A dolly that connects to a child car seat to form a stroller. A connection axle includes a connection mechanism that connects the connection axle to preexisting features on the child car seat. Two wheels are rotatably connected to the connection axle. A handle attachment piece is rigidly connected to the connection axle. A handle is connected to the handle attachment piece. In a preferred embodiment the child car seat is slip fit onto the connection axle.

Abstract: A baby stroller for transporting an infant at speeds faster than normal walking is disclosed. This baby stroller can be folded to make it easier to stow and transport. The folding mechanism, a unique feature of the design is directed toward compactness, ease of use, reliability, and reduction in manufacturing costs.

Abstract: A collapsible pushchair frame or doll's pushchair frame, includes: two lateral frame bars with push bars and front wheel arrangements on the frame bars; two lateral support struts, each of which is pivotably fastened, by a respective joint to a frame bar, at a distance from the lower end of the bar and which have bearings for rear wheels on their lower ends lying towards the rear in relation to the articulation points; and a seat insert or reclining insert. At least one stabilizing rod is designed as a safety rod and divided by a knee joint. An adjusting device includes an actuating element (21) arranged under the insert in the pushchair frame is coupled to at least one part of the at least one stabilizing rod, the actuating element being used to at least raise the corresponding front part of the stabilizing rod (13a, 13b) comprising the knee joint (18).

Abstract: Collision control system (40) for controlling deflection of an instrument cluster (30) in a vehicle during collision. Said collision control system (40) comprises a steering assembly (10) including a steering wheel (12) and a steering column (11), a cross car beam (20) comprising a first sliding surface (22), and an instrument panel assembly (35) including an instrument cluster (30) and a second sliding surface (32), which is arranged to abut and slide along said first sliding surface (22) during said collision. During collision said steering column (11) is configured to move forward in a controlled manner and said steering column assembly (10) is arranged to push said instrument cluster (30), such that said second sliding surface (32) of said instrument panel assembly (35) slides along the first surface (22) for controlled deflection of the instrument cluster (30).

Abstract: A manually retractable steering column assembly includes a retractable portion translatable upon exertion of a manual force applied by a driver, the retractable portion restricted to a first translation range during a standard driving mode and translatable within a second translation range during an autonomous driving mode, the second translation range greater than the first translation range.

Abstract: A steering column assembly includes a plunger assembly received within an opening defined by a mounting bracket. The plunger assembly includes a sleeve, a plunger, and a biasing member. The sleeve disposed within the opening. The plunger slidably disposed within the sleeve. The biasing member that engages the plunger to bias the plunger towards a deployed position.

Abstract: An AFS system for a vehicle may include a motor which has a hollow motor shaft, an input shaft connected with a steering wheel and rotatably and penetratively inserted into the motor shaft, a planetary gear set including a sun gear formed at a lower end portion of the motor shaft, upper planet gears that engage with the sun gear, lower planet gears connected coaxially with the upper planet gears, a ring gear that engages with the lower planet gears, a carrier connected with a lower end portion of the input shaft so as to transmit power and connected to the lower planet gears so as to transmit power, and an output shaft formed integrally with the ring gear and extending toward a lower side of the ring gear.

Abstract: An initial check is executed individually on each group of a plurality of groups constituted by a plurality of multiphase windings (3a, 3b) of a motor (3) and a plurality of inverter circuits (9a, 9b) corresponding respectively thereto, opening/closing control is executed on a plurality of relays (6a, 6b) in accordance with an implementation result of the initial check so that respective timings at which power is supplied to the plurality of inverter circuits are offset, and drive control is executed on the plurality of inverter circuits in accordance with the implementation result of the initial check so that respective currents passed through the plurality of multiphase windings are offset.

Abstract: An electric power steering apparatus includes a motor for applying assist torque to a vehicle steering mechanism and a controller, which controls driving of the motor to cause the assist torque to follow an assist command value. The controller calculates a basic assist command value based on steering torque applied to the steering mechanism and corrects the basic assist command value using a correction value, thereby setting the assist command value. If the steering torque has an absolute value greater than a threshold value when the vehicle is in a straight-line traveling state, the controller sets the correction value such that the absolute value of the steering torque is reduced. If the steering torque has an absolute value less than the threshold value when the vehicle is in a straight-line traveling state, the controller sets the correction value such that the absolute value of the assist command value is reduced.

Abstract: A transverse gradient current Ic which is larger than a basic assist current Ib is outputted, as a current command value, to motor driving section when direction correspondence judgment section 11 judges that rotation directions of first and second rotation angle signals ?1 and ?2 correspond with each other, when an advancing phase judgment section 12 judges that a phase of the second rotation angle signal is advanced, and when a phase variation judgment section 14 judges that a phase advance state of the second rotation angle signal ?2 continues.

Abstract: [Problem] An object of the present invention is to provide an electric power steering apparatus that has a 3-shunt control function to perform a 3-shunt PWM-control for raising a reliability of the apparatus and for improving a stability, and a 1-shunt control function to perform a 1-shunt PWM-control so as to continue an assist control when the 3-shunt control function is damaged. [Means for solving the problem] The electric power steering apparatus according to the present invention, having: a 3-shunt control function to perform a 3-shunt PWM-control with a first 3-phase detected current values based on down-stream 3-shunt; a 1-shunt control function to perform a 1-shunt PWM-control with a second 3-phase detected current values based on down-stream 1-shunt; and a switching function to switch from the 3-shunt control function to the 1-shunt function when a failure of current detection circuit system in relation to the first 3-phase detected current values is detected.

Abstract: A vehicle steering control apparatus obtains lane information of a traveling lane and performs, based on the lane information, a steering control. The vehicle steering control apparatus includes a first-target-control-amount calculator, a second-target-control-amount calculator, a limit value calculator, and a steering control executing unit. The first-target-control-amount calculator calculates, based on image information, a target control amount of the steering control as a first target control amount. The second-target-control-amount calculator calculates, based on own vehicle position information and map information, a target control amount of the steering control as a second target control amount. The limit value calculator calculates a limit value of the first target control amount, based on the second target control amount as a reference.

Abstract: A control system and method for a hydraulic-power steering system of a vehicle including magnetic torque overlay (MTO) is provided. The control system and method minimize undesirable vibration in a handwheel of the vehicle as a result of disturbance in its front road wheels (e.g., road-wheel imbalance). In the control system and method, a base torque command is determined or generated. At least the base torque command is passed to a disturbance-rejection module. The disturbance-rejection module modifies the base torque command to minimize the vibration.

Abstract: In one aspect of the invention, a steering column assembly is provided. The assembly includes a tubular jacket having a first end and a second end, a steering shaft at least partially disposed within the tubular jacket, and an elastic vibration damper disposed between the steering shaft and the tubular jacket.

Abstract: A method for assisting the reversal of an articulated vehicle includes recording a predefined number of positions for a first articulated vehicle for a specified path, recording the articulation angle of each articulation joint of the articulated vehicle at the predefined number of positions, recording the heading for the first articulated vehicle at the predefined number of positions, saving the recorded values for the specified path in a memory, calculating the swept area of the first vehicle for the specified path by using the recorded values and size information of the articulated vehicle, and using the swept area to control the steering of the articulated vehicle when reversing the articulated vehicle along the specified path, such that the articulated vehicle does not extend outwards of the swept area during the reversal.

Abstract: A method for compensating a steering wheel angle signal, which is subject to an offset, in a vehicle, includes: a filtering step; and a use step. In the filtering step, the steering wheel angle signal is filtered while the vehicle is traveling, using a filtering rule, in order to obtain a mean value of the steering wheel angle signal. The steering wheel angle signal is filtered if a lane and/or a roadway of the vehicle meets predetermined criteria. In the use step, the mean value is used to compensate the offset.

Abstract: A lane keeping assist apparatus is disclosed which includes a lane detecting part that detects a lane in which a vehicle travels; an actuator that generates a force for changing an orientation of the vehicle; and a controller that operates the actuator such that the vehicle travels within the lane under a situation where a lane keeping assist function is in its ON state, wherein under a situation where the controller is operating the actuator, the controller determines whether an operation amount of the actuator is less than a predetermined first threshold, and prevents an output of operation information if it determines that the operation amount of the actuator is less than the predetermined first threshold, the operation information representing an operated state of the actuator.

Abstract: An automatic parking control device performs steering control and speed control so that a subject vehicle moves along a target path toward a recognized parking space; when an obstacle that is approaching the subject vehicle has been detected, calculates a collision position at which the subject vehicle will collide with the obstacle; on the basis of a margin distance that is set according to the driving behavior of the subject vehicle and the collision position, calculates a stop position upon the target path that is set before the collision position by the margin distance; and performs speed control so that the subject vehicle stops at the stop position that has been calculated.

Abstract: A steering angle is corrected with reduced complicatedness in handling. Provided is a steering angle correction method, including: acquiring a measurement image of a steered wheel (14) in correspondence with a steering angle of a mobile object (10) at which the measurement image is captured; calculating a degree of coincidence between the steered wheel (14) on the measurement image and the steered wheel (14) on a reference image of the steered wheel (14) captured at a reference steering angle; and calculating a correction value used to correct the steering angle, based on the degree of coincidence.

Abstract: A cross member including a base including a first side wall inclined at a first angle with the base and a second side wall inclined at a second angle with the base creating a hollow portion between the first side wall and a second side wall, a first outer flange and a second outer flange projecting from the first side wall and the second side wall, respectively, in a direction away from the hollow portion, and a first inner flange projecting from a top side of the first side wall into the hollow portion, wherein the base, the first side wall and the second side wall, the first outer flange and the second outer flange, and the first inner flange form an open cross-section.

Abstract: A protective frame structure includes: a lower frame; an intermediate frame that is interlinked with the lower frame and is situated above the lower frame; and an upper frame that is interlinked with the intermediate frame and is situated abobe the intermediate frame, wherein a mounting space in which a battery module is configured to be mounted is formed between the lower frame and the intermediate frame, an upper space is formed between the intermediate frame and the upper frame, and the intermediate frame is deformed upward when an external load has been applied to the protective frame structure.

Abstract: A vehicle rear section structure includes: left and right rear side members disposed along a front-rear direction at both width direction sides of a rear floor pan; a rear suspension member that includes left and right side sections disposed along the front-rear direction, both front-rear end portions thereof being attached to respective front portions of the rear side members; and left and right reinforcement members extending along the front-rear direction, and being disposed at a width direction inner side of rear portions of the side members and at a rear side of the rear suspension member, each including a straight ridgeline section extending along the front-rear direction from a front end portion across to a rear end portion of the reinforcement member, at least part of the respective front end portion of the reinforcement member overlapping the respective side section of the rear suspension member in a front-rear direction view.

Abstract: A vehicle includes a bumper, a floor and a subframe. The subframe is attached to the floor at a plurality of attachment points and below the bumper. The subframe has a base member extending across the subframe, parallel to the bumper and including a bracket. The bracket has first and second tabs connected by a platform extending from the first and second tabs. The bracket is fixedly attached at the second tab and angled relative to the base member such that the second tab is defined closer to the bumper. Upon loading, the first tab moves in a direction substantially parallel to the base member and the platform is deformed substantially perpendicular to the base member.