Abstract: Embodiments can provide a dynamic housing system in a transportation apparatus for facilitating a user or users of the transportation apparatus to place portable devices of different sizes into the dynamic housing. The dynamic housing may comprise a device detector configured to detect a presence of a portable device in the housing, a Bluetooth connection unit configured to connect to the portable device via a Bluetooth link when the portable device is detected as being present in the dynamic housing and/or any other components. In some embodiments, the dynamic housing may be a sliding small drawer on a dashboard of the transportation apparatus.

Abstract: A mounting arrangement for securing a housing to a windshield of the vehicle includes a mounting bracket having a plurality of keyhole slots, each having a receiving opening at one end of the keyhole slot, a locking recess at another end of the keyhole slot, and a ramp connecting the receiving opening with the locking recess. A plurality of mounting posts each including a base portion, a head portion, and a collar portion are mounted to the windshield and positioned to align with associated keyhole slots in the mounting bracket. The keyhole slots and the mounting posts are arranged such that the head portion of each mounting post is received into the receiving opening of its associate keyhole slot, slidable up the ramp of its associated keyhole slot, and lockable into the locking recess of its associated keyhole slot. The housing is attachable to the mounting bracket.

Abstract: A cargo liner for an enclosed vehicle has a water proof flexible material with a central section and a pair of butterfly wings. A number of first attachment points are space along an edge of one of the pair of butterfly wings. A pair of straps is located on a first edge of the central section. A number of adjustable straps each have a second attachment point at a first end of the adjustable straps. A number of suction cups are attached to the adjustable straps. The cargo liner is easily installed, is inexpensive to ship because it can fold down to a small package, and is adjustable to fit a wide variety of vehicles.

Abstract: A battery module includes a housing having a wall. The wall includes an opening extending from an inner surface of the wall facing an interior of the housing to an outer surface of the wall opposite to the inner surface. The battery module also includes a connector barrel having a first open end, a second open end, and a body portion extending between the first and second open ends. The body portion is positioned within the opening of the wall, the first open end is positioned within the interior of the housing, and the second open end is positioned external to the housing. A ridge on the body portion is disposed proximate to the outer surface of the wall, and a first circumferential bump on the body portion is disposed proximate to the inner surface of the wall. The battery module also includes a securement component disposed within a space defined by the first circumferential bump of the connector barrel. The wall is sandwiched between the ridge of the connector barrel and the securement component.

Abstract: A clamp mark includes a mark main body and flange parts. The mark main body, is made of resin material by molding, and covers a circumference of an electric wire entirely in a circumference direction of the electric wire at a predetermined position of the electric wire in an axial direction of the electric wire. The flange parts are respectively provided on both end portions of the mark main body in the axial direction of the electric wire so as to project outward in a radial direction of the electric wire from an outer peripheral surface of the mark main body. A cross section of the mark main body, which is perpendicular to the axial direction, is not precise circle.

Abstract: The present application discloses a monitoring method and apparatus.

Abstract: Provided is an electrical junction box configured promptly release the electrical junction box from a state where water has intruded therein, thereby preventing the occurrence of a vehicle fire due to submersion. An internal circuit includes a high-voltage circuit bus bar and a low-voltage circuit bus bar having a lower potential than the high-voltage circuit bus bar, and a lower case includes a bottom wall and a peripheral wall protruding from a peripheral edge portion of the bottom wall toward an upper case. A high-voltage circuit region where the high-voltage circuit bus bar is disposed, a low-voltage circuit region where the low-voltage circuit bus bar is disposed, and a dividing wall divides these regions are provided inside the peripheral wall, and a height dimension of the dividing wall from the bottom wall is configured to be greater than a height dimension of the peripheral wall from the bottom wall.

Abstract: An optimization method of a power control logic for entering into an idle stop & go (ISG) mode comprises steps of: monitoring a state of charge (SOC) of a battery to detect a parasitic current of the battery by a battery sensor of a vehicle; transmitting a parasitic current flag to an engine control unit (ECU) when the battery sensor detects the parasitic current; and determining whether a device using standby power of the battery is installed and increasing a voltage of the battery via additional power control when it is determined that the device is installed.

Abstract: A front impact system for an electric vehicle includes a front cross beam extending across a front end of the electric vehicle. The front cross beam defines an interior comprising at least one rib extending along a length of the front cross beam. A left crash beam is coupled with a rear surface of the front cross beam. A right crash beam is coupled with the rear surface of the front cross beam. The front cross beam is configured to transfer force from a front collision to one or both of the left crash beam or the right crash beam.

Abstract: An ECU includes a boosting circuit that boosts an input power supply voltage, a backup capacitor that charges a backup power supply in accordance with a boosted voltage boosted by the boosting circuit, an airbag ignition circuit that drives an airbag with the backup power supply charged by the backup capacitor as a driving power supply, and a bidirectional current limiting unit that limits a charging current flowing from the boosting circuit to the backup capacitor and limits a backflow current flowing from the backup capacitor to the boosting circuit.

Abstract: A method for controlling an occupant protection system of a vehicle includes reading in at least one vehicle acceleration value representing an acceleration of the vehicle and at least one model parameter of an occupant model by which a vehicle occupant is represented by at least two, in particular three, mass points. The vehicle acceleration value and the model parameter are processed in order to determine at least one motion parameter relating to the two, in particular three, mass points. Using the motion parameter, a control signal for controlling the occupant protection system is produced.

Abstract: Present disclosure present a vehicle front passenger seat airbag device, which comprises: a plurality of inflators; an airbag including: a front passenger seat airbag, and a center airbag that includes a vehicle-rear-side end that projects out further toward a vehicle rear side when inflated and deployed than a rear end of the front passenger seat airbag when inflated and deployed; and a controller that controls timings for igniting each squib included in the plurality of inflators such that a peak internal pressure of the airbag inflated and deployed when an oblique collision or small overlap collision has occurred is delayed, compared to a peak internal pressure of the airbag inflated and deployed when a head-on collision has occurred.

Abstract: A method and system for determining a size and pose of an occupant (305, 310, 315) within a vehicle interior. In one embodiment, the method includes receiving one or more images (FIG. 3) of a vehicle interior from a camera (114). The method also includes classifying interior regions (130, 132, 134, 136, 138) of the vehicle interior (100) in the one or more images. The method also includes identifying an occupant (305, 310, 315) in the one or more images based on the classification of the interior regions (130, 132, 134, 136, 138) of the vehicle interior (100). The method also includes determining a size range of the occupant (305, 310, 315) based on the classification (404) of the interior regions of the vehicle interior (100). The method also includes determining a pose of the occupant (305, 310, 315) based on the classification (404) of the interior regions of the vehicle interior (100).

Abstract: An airbag apparatus which is capable of restraining an occupant in a stable position even during an oblique collision, and which is capable of suppressing an injury value of the occupant. An airbag apparatus 100 restrains an occupant 132 of a vehicle. The airbag apparatus 100 is provided with: a main bag 112 which is bag-shaped and inflates and deploys in front of a front passenger seat 104 of the vehicle; and a center bag 114 which is bag-shaped and inflates and deploys on an inner side of the main bag 112 in a vehicle width direction. The center bag 114 has a rear region 160 which extends further towards a rear of the vehicle than the main bag 112, and a curved surface 164, which projects towards a main bag 112 side in the vehicle width direction, is formed on the rear region 160.

Abstract: Embodiments can provide an airbag system configured for a dashboard with a surface made of wood. The airbag system can comprise an airbag made of thin film. The thin film can be fitted in a layer of the dashboard. Tear lines may be formed around the wood dashboard where the air bag is located. The air bag may burst out of the wood dashboard when filled with gas.

Abstract: An airbag includes a hub defining an inflation chamber and inflatable fins. The inflatable fins are connected to the hub and spaced from each other around a circumference of the hub. The inflatable fins extend radially from the hub in the inflated position.

Abstract: An airbag cover adapted to be jointed with an airbag housing for covering an airbag housed in the housing. The airbag cover includes a door. In a circumference of the door, there are a hinge region which holds the door as opened, and a tearable region configured to break when pushed by the airbag. The tearable region includes a bridged tear region which includes perforations formed through the airbag cover and bridging regions disposed between the perforations, and is configured to break when the bridging regions break, and a thinned tear region which includes a continuous thinned region and is configured to break when the thinned region breaks. The bridged tear region is disposed at a leading end of the door as opened, distant from the hinge. The thinned tear region is disposed between both ends of the hinge region and both ends of the bridged tear region.

Abstract: An airbag device capable of restraining an occupant in a stable position even upon an oblique collision and lowering an injury value related to the occupant. The airbag device (100) includes a main bag (112) inflated and deployed in front of a passenger seat (104) in the vehicle, a center bag (114) inflated and deployed on the inner side of the main bag (112) in the vehicle width direction, and upper side joining means (120) that is provided above a valley (128) formed between the main bag (112) and the center bag (114) and that joins the center bag (114) to the main bag (112) for a prescribed range in the vehicle front-back direction.

Abstract: A curtain airbag apparatus may include: an inflator part configured to inject gas; a main cushion part expanded by the gas injected from the inflator part, and coupled to a car body; and a cushion moving part interposed between the main cushion part and the car body, and expanded by the gas injected from the inflator part so as to move the main cushion part. The gas transferred to the cushion moving part may be passed through the cushion moving part and transferred to the main cushion part.

Abstract: An airbag arrangement with a gas bag inflatable by a gas generator to protect a vehicle occupant, whose envelope defines an interior space of the gas bag that can be filled with gas, with a vent opening through which gas can flow out, with an apparatus for controlling the cross-section of the vent opening including a covering part with which the vent opening can be covered to at least partly closed. The arrangement also includes an inflatable gas duct which interacts with the covering part to vary the cross-section of the vent opening. The duct is inflatable by a secondary gas generator, which during inflation interacts with the covering part such that it changes the cross-section of the vent opening. Rotational movement of the inflatable gas duct is restricted by an extended panel secured to the gas bag, a tab anchored nearby, or both.

Abstract: An airbag includes a first side panel, a second side panel, a middle panel, and at least one extension. In the inflated position, the first side panel and the second side panel are spaced from each other by the middle panel, the middle panel having a top and a bottom, and a centerline between the first and the second side panels. The at least one extension is connected to at least one of the first side panel and the bottom of the middle panel, and is extendable in a direction away from the top of the middle panel in a deployed position.

Abstract: A side airbag apparatus which allows a reduced amount of base fabric and, enables gas to flow efficiently inside the cushion. An inflator (110) supplies gas, a cushion (104) in which base fabrics are formed into a bag shape and inflates and deploys to protect an occupant (118) during a vehicle emergency, a base fabric joint portion (120) which is provided to join main panels 108a and 108b of the cushion (104) in a linear manner and partitions the cushion (104) into a rear chamber (114), a front chamber (116), and an opening (123) provided midway along the base fabric joint portion (120). The base fabric joint portion (120) includes vent forming portions 125a and 125b arranged in two rows which extend from both ends of the opening (123) towards the front chamber (116) or rear chamber (114) and form a projecting vent (124). The projecting vent (124) permits flow of gas between the rear chamber (114) and the front chamber (116).

Abstract: An apparatus detects a vehicle/pedestrian impact event by sensing impact events near a forward location of a vehicle using both acceleration sensors and pressure sensors and providing associated signals indicative thereof, determining metric values for each of the sensor signals, and determining if a vehicle/pedestrian impact has occurred in response to the determined metric values

Abstract: A restraint system for restraining a lower body portion of an individual within a seat including a rigid member configured to selectively restrain the lower body portion such that the lower body portion of the individual is movable only within a predefined area of movement. The rigid member is mounted to the seat and is capable of movement between a stowed position and a deployed position. The lower body portion is restrained by the rigid member when in the deployed position. A locking mechanism locks the rigid member in the stowed position and the deployed position. A release mechanism is associated with the locking mechanism. The release mechanism is located at a predetermined distance from the locking mechanism such that the release mechanism is located outside of the area of movement.

Abstract: A seatbelt webbing retractor and a method of assembling a seatbelt webbing retractor including a unitary bobbin having a mounting portion, a first and second annular wall extending perpendicularly from a first and second end of the mounting portion, respectively. The mounting portion of the unitary bobbin defines a plurality of slots through which the seatbelt webbing is passed. The seatbelt webbing retractor also includes a spindle extending through the mounting portion of the unitary bobbin and a retractor frame to which the spindle is mounted. The unitary bobbin is rotatable with respect to the retractor frame and an outer surface of the unitary bobbin is configured to be wrapped with the seatbelt webbing.

Abstract: A pretensioner includes a driving wheel and a power transmission unit. A spool is rotatably disposed in the driving wheel. The spool winds a webbing. The power transmission unit transmits power to the driving wheel. The power transmission unit includes a resin-made long body and a passage of the resin-made long body. The resin-made long body rotates the driving wheel. The passage is formed in an outer circumference of the driving wheel. The passage includes a wall surface, a cover member and a stopper. The wall surface is disposed on one side surface of the driving wheel. The cover member is fixed in the wall surface from the other side surface of the driving wheel. The stopper stops a tip portion of the resin-made long body which has rotated the driving wheel. The stopper is configured by a fastening member connecting the cover member and the wall surface.

Abstract: A vehicle includes an engine, an input device for controlling a speed of the engine, a seat for an occupant of the vehicle, a seat belt for securing the occupant in the seat, and a seat belt sensor for detecting when the seat belt is buckled. A controller may be operatively connected to the seat belt sensor and the engine for controlling the vehicle in a first mode when the seat belt is buckled and a second mode when the seat belt is unbuckled. The controller may perform various different functions, such as cutting fuel to the engine when the vehicle speed is equal to or greater than a predetermined threshold while operating in the second mode, or receiving input indicating that the input device is released before switching the vehicle to the first mode when the seat belt is buckled while the vehicle is operating in the second mode.

Abstract: A vehicle includes a low frequency (LF) transmitter, a high frequency receiver, and a control unit. The low frequency (LF) transmitter may be configured to transmit a LF signal in order to search for a remote control device. The high frequency receiver may be configured to receive a signal having a predetermined frequency band which is greater than a frequency band of the LF signal transmitted by the LF transmitter. The control unit may be configured to determine that a relay attack is generated when the signal received by the high frequency receiver is a modulated LF signal.

Abstract: A method of operating/renting keyless motor vehicles includes configuring a user's smartphone to wirelessly communicate with the security systems of at least a selected keyless vehicle, whereby the user's smartphone can transmit a digital key to the security system of a keyless vehicle to permit operation thereof. A digital key for a selected keyless vehicle is transmitted to the user's smartphone, and the user is provided with an authorization code that can be used to gain entry into the selected vehicle. The user enters the authorization code using the user input device of the selected keyless vehicle, and the user's smartphone then transmits the digital key to the security system of the selected keyless vehicle. The user can enter and operate the selected vehicle without receiving a conventional key and/or key fob.

Abstract: A vehicle (18) having a license plate tamper detection system comprising: a first sensor (4) arranged to provide monitor data corresponding to presence of a first license plate (20) on the vehicle; and a second sensor (6) arranged to provide reference data. The license plate tamper detection system is arranged to compare the monitor data with the reference data and generate a tampering event if the comparison yields more than a predetermined difference between the monitor data and the reference data.

Abstract: A connector for a wiper blade, the connector is configured to cooperate pivotably, by a transverse hinge pin, with an adapter designed to allow an articulation link between the blade and a driving arm, the connector includes a body provided with two opposite side flanges, defining a housing designed to receive the adapter, and a pin between the flanges for the articulation link of the blade to the arm, the flanges include, at each of the ends of the hinge pin, a shoulder configured to allow axial guiding of the articulation link between the blade and the arm, the side flanges is configured to allow lateral flexion of the adapter bearing against the shoulder.

Abstract: A vehicle defroster includes an inlet for receiving an air flow, a wall dividing the air flow into a primary airflow and a secondary airflow, a primary duct guiding the primary airflow out a primary outlet onto a first portion of a windshield, and a secondary duct guiding the secondary airflow out a secondary outlet onto a second portion of the windshield. The defroster may include a primary chamber receiving the primary airflow and a secondary chamber receiving the secondary airflow. The primary chamber may be formed by a front section and a rear section. The wall may include a proportioning member, and the proportioning member may extend toward the primary chamber.

Abstract: Disclosed are an electronic control brake system and a method for controlling the same. The method for controlling an electronic control brake system of a vehicle according to the present disclosure, in which a service brake is configured to provide a braking force by hydraulic pressure to each wheel and a drum in hat (DIH) brake is configured to provide a parking brake force to each of the wheels by pulling a parking cable, the method including determining whether rocking of the vehicle occurs due to a weight shift of the vehicle at the DIH brake on the basis of operation information of an electronic parking brake (EPB) system configured to adjust a braking force of the DIH brake, state information of a transmission gear, and state information of a brake pedal; and when the rocking of the vehicle is determined to occur, automatically operating the service brake.

Abstract: A trailer brake controller and system detects absolute deceleration of a trailer by incorporating an electronic gyroscope/accelerometer combination in order to accurately calculate the deceleration subtracting out the component which is due to the force of gravity. The controller and system also receives and reads information from the towing vehicle's speed sensor. The system detects the deceleration of the trailer and sends a signal to a trailer brake activation circuit based upon an acceleration status of the trailer. In some embodiments, the system detects that the trailer is decelerating and the trailer control device sends a signal to the trailer braking system activation circuit to activate the trailer brakes. Particularly, the system is able to detect that the trailer is decelerating at an unsafe rate and to activate the trailer brakes and slow the trailer to a safe speed.

Abstract: A vehicle braking force controlling apparatus includes a steered start detector and a controller. The steered start detector detects steered start of a vehicle on a basis of a driving state of the vehicle. The vehicle has a plurality of wheels. The steered start is start of the vehicle in which steering is performed. The controller applies braking force to a turning inner front wheel and braking force to a turning outer rear wheel when the steered start of the vehicle is detected by the steered start detector. The turning inner front wheel is a front wheel of the plurality of wheels which is located on inner side upon turning of the vehicle. The turning outer rear wheel is a rear wheel of the plurality of wheels which is located on outer side upon the turning of the vehicle.

Abstract: The invention relates to an actuating device for a motor vehicle brake, comprising the following components: an actuating apparatus, in particular in the form of a brake pedal, a pressure-supply device (11) which is driven by an electromotive drive (M) and is in the form of a piston pump or a double-stroke piston pump, a piston-cylinder unit (10, master cylinder) which can be actuated by the actuating apparatus and is hydraulically connected to the pressure medium reservoir vessel (VB) and which forms at least two pressure spaces which are connected to hydraulic brake circuits a valve arrangement (HCU) having valves for the wheel-specific adjustment of brake pressures and for disconnecting or connecting the wheel brakes to the pressure supply device (11) and/or the piston-cylinder unit (10), an electronic control unit (ECU), wherein the axis (A1) of the piston-cylinder unit (10, master cylinder) and the axis (A2) of the piston pump or double-stroke piston pump of the pressure supply unit (11) are arranged

Abstract: A method for haptic feedback on a brake pedal of a motor vehicle. A current stability index describing the current driving situation is compared to a stored critical stability index. A haptic feedback is imprinted on the brake pedal of the motor vehicle when the ratio between the current stability index and the critical stability index exceeds a previously defined limit value.

Abstract: An electric brake system includes a plurality of electric brake devices. A control device of each electric brake device includes: an abnormality determination section that determines whether there is abnormality in supply of power from a power supply device to the electric brake device; and a redundant function control section that, when the abnormality determination section has determined that there is abnormality in supply of power, controls the braking force by using an auxiliary power supply in accordance with a predetermined condition. The redundant function control section controls the braking force by using the auxiliary power supply at least when a desired braking force cannot be output even with all the electric brake devices for which the abnormality determination section has determined that there is no abnormality in supply of power, as the predetermined condition.

Abstract: A parking brake arrangement for a brake unit—also having a service brake actuator—has in a housing (4) a clock spring (10) for exercising a rotary motion at will on a parking brake gear wheel (8) in drive connection with a device (5-7) for delivering brake force from the brake unit (1). The arrangement has two axially movable control sleeves (15, 16) in drive connection with the clock spring (10). The control sleeves form clutches (8?, 15 and 12, 16, respectively) with the parking brake gear wheel (8) and the housing (4), respectively. There are means (13, 18-21) for controlling the axial movements of the two control sleeves and the engagement of the two clutches in such a way that either one of them is always in engagement.

Abstract: The invention relates to an actuating device for a motor vehicle brake, comprising the following components: an actuating device, in particular in the form of a brake pedal, a pressure supply device (11), in particular a reciprocating pump or double-acting reciprocating pump, driven by an electric motor drive (M), a piston-cylinder unit (main cylinder) (10) that can be actuated by means of the actuating device, that is connected hydraulically with a hydraulic fluid reservoir (BFR) and that forms at least two pressure chambers that are connected with hydraulic brake circuits, a valve assembly (HCU) with valves for adjusting brake pressures in a wheel-specific manner and for disconnecting or connecting the wheel brakes from or to the pressure supply device (11) and the piston-cylinder unit (10), an electronic control unit (ECU), at least one sensor device, having at least one sensor or evaluation element (3, 4, 5, 24, 24a) and a sensor target (5a, 23, 23a), preferably based on an electromagnetic principle,

Abstract: A brake device that puts a brake on a hydraulic motor includes a disc plate configured to rotate with a cylinder block, a brake piston supported by a first case, and brake springs compressed and placed between the brake piston and a second case. The second case has a dent shaped or projection shaped holding portion into which one ends of the brake springs are inserted, and the brake springs are held by the holding portion even in a state where the other ends are away from the brake piston.

Abstract: A brake control device and a control method, which are capable of improving responsiveness of vehicle braking at a low temperature. The brake control device configured to brake a vehicle by a hydraulic pressure control mechanism configured to apply hydraulic pressure from a master cylinder to a wheel cylinder includes: a master cylinder hydraulic pressure detecting unit configured to detect or calculate a physical quantity relating to hydraulic pressure generated in the master cylinder; a wheel cylinder hydraulic pressure detecting unit configured to detect or calculate a physical quantity relating to hydraulic pressure of the wheel cylinder; and a control unit configured to control whether to output a braking instruction signal to another braking unit in accordance with a difference between the detected or calculated physical quantity of the hydraulic pressure of the master cylinder and the detected or calculated physical quantity of the hydraulic pressure of the wheel cylinder.

Abstract: A hydraulic unit for a slip controller of a hydraulic vehicle brake system includes an electric motor, a plurality of hydraulic pumps, a hydraulic block, a plurality of solenoid valves, a rotation angle sensor, an electronic control unit, and a valve cover. The electric motor is positioned on a narrow side of the hydraulic block, and is configured to drive the hydraulic pumps. The electronic control unit includes a contacting mechanism, and is positioned in the valve cover. The electric motor and the solenoid valves are arranged so that the electric motor and electromagnets of the solenoid valves protrude to approximately a same extent from the hydraulic block to enable simple commutation with the rotation angle sensor and the contacting mechanism of the electronic control unit.

Abstract: A device includes at least one of a brake position sensor operationally coupled to a brake and providing a brake position signal, or a clutch position sensor operationally coupled to a clutch and providing a clutch position signal. The device further includes a controller having a communication module structured to interpret the at least one of the brake position signal or the clutch position signal, and a collection module structured to collect vehicle dynamics information. The controller further includes a vehicle dynamics module structured to interpret the vehicle dynamics information, and a sensor diagnostics module structured to determine a failure of at least one of the clutch position sensor or the brake position sensor in response to the vehicle dynamics information and at least one of the clutch signal or the brake signal.

Abstract: A control method for operating an automated manual transmission system having a fuel-controlled engine, a multiple-speed change-gear transmission and a clutch drivingly interposed between the engine and an input shaft of the transmission is provided. The control method determines a rate of throttle change of a throttle pedal. The clutch is engaged at a first clutch engagement rate based on the rate of throttle change being greater than a threshold. The clutch is engaged at a second clutch engagement rate in a blended pedal mode that is proportional to an amount of throttle percentage engagement based on the rate of throttle change being less than the threshold. The first and second clutch engagement rates are distinct.

Abstract: System including an effort-monitoring system is configured to control tractive efforts (TEs) individually produced by propulsion-generating vehicles in a vehicle system. The effort-monitoring system is configured to control each of the propulsion-generating vehicles to provide a respective prescribed TE. The vehicle system operates at a system TE when each of the propulsion-generating vehicles is providing the respective prescribed TE. The prescribed TEs are determined by at least one of an operating plan of the vehicle system or a regulation that limits TE or ground speed of the vehicle system. In response to determining that a first propulsion-generating vehicle is providing a reduced TE that is less than the prescribed TE of the first propulsion-generating vehicle, the effort-monitoring system is configured to control a second propulsion-generating vehicle to exceed the prescribed TE of the second propulsion-generating vehicle so that the vehicle system is operating at or below the system TE.

Abstract: A powertrain system including a first housing, a first electric motor that drives a first wheel, a first inverter coupled to the first electric motor, a first gear reducer coupled to the first electric motor. The first gear reducer couples to a first wheel. The powertrain system also includes a second electric motor that drives a second wheel, a second inverter coupled to the second electric motor, a second gear reducer coupled to the second electric motor. The second gear reducer couples to a second wheel. The housing houses the first electric motor, the first inverter, the first gear reducer, the second electric motor, second inverter, and the second gear reducer.

Abstract: A control device for a hybrid vehicle includes a rotation detector and electronic control unit. The rotation detector is configured to detect a rotational state of the third rotational element of the hybrid vehicle. The electronic control unit is configured to control a first motor generator of the hybrid vehicle such that output torque of the first motor generator becomes zero when the electronic control unit determines, based on the rotational state of the third rotational element, that the third rotational element has a rotational fluctuation while the hybrid vehicle is travelling in a dual drive motor travelling mode. The dual drive motor travelling mode is a mode in which the hybrid vehicle travels while both the first motor generator and a second motor generator serve as driving force sources for travelling in a state where a first rotational element is fixed by a lock mechanism.

Abstract: A control device for a vehicle, the vehicle includes a transmission provided in a power transmission path between a drive power source and drive wheels. The control device includes an electronic control unit configured to i) shift the transmission according to traveling conditions, ii) switch a driving mode for running the vehicle between autonomous driving under autonomous driving control, and manual driving based on driving operation of a driver, and iii) shift the transmission such that a shift time required for shifting of the transmission during the manual driving is shorter than a shift time required for shifting of the transmission during the autonomous driving.

Abstract: An apparatus for controlling a torque intervention of a hybrid vehicle includes a driving information detector for detecting a torque intervention request of the hybrid vehicle, and a controller for deriving a target motor torque and a target engine torque depending on a required torque variation when the torque intervention is requested, the target motor torque being derived so that a high voltage battery does not deviate from a state of charge (SOC) charging and discharging limit, the target motor torque limiting the target engine torque to be equal to or less than a target engine torque before the intervention request to obtain a final engine torque, and the target motor torque correcting the target motor torque to a final motor torque depending on the final engine torque.