Abstract: An auto cruise control method and system for hybrid electric vehicles are provided. Particularly, a PnG driving pattern in consideration of characteristics of hybrid electric vehicles is applied to maximize improvement in fuel efficiency and to satisfy both drivability and improvement in fuel efficiency. The auto cruise control method includes turning on an auto cruise control mode by receiving a user set target vehicle speed using an engine and a driving motor as vehicle driving sources, and turning on a pulse and glide (PnG) mode. A user interface (UI) device is provided to receive a selection of any one of a PnG coast mode, a PnG glide mode and a PnG constant-speed cruise mode, and, when the driver selects one mode through the UI device, the hybrid electric vehicle is operated in the selected mode.

Abstract: Methods and systems are provided related to a self-propelling work machine in the form of a tracked vehicle having an electric drive, with a generator drivable by an internal combustion engine, an auxiliary unit connected to the engine, and a braking apparatus for braking the work machine. The braking apparatus provides regenerative braking by the electric drive and comprises a feedback apparatus for feeding back electrical motor braking power of the electric motor to the generator to apply the motor braking power on the engine and on the auxiliary unit. A controller automatically increases or decreases the electrical load of the auxiliary unit based on the electrical motor braking power fed back to the engine and/or based on an engine speed.

Abstract: A control device for a vehicle includes an electronic control unit. The electronic control unit, when switching a traveling mode of the vehicle, is configured to control an amount of torque change produced in a drive power source for traveling subjected to switching in operation upon switching of the traveling mode, such that the amount of torque change during manual driving is larger than that during autonomous driving.

Abstract: A sensing system for a vehicle includes at least one radar sensor disposed at the vehicle and having a field of sensing exterior of the vehicle. The at least one radar sensor includes an array of multiple transmitting antennas and multiple receiving antennas. A control is responsive to the outputs of the at least one radar sensor and determines the presence of one or more other vehicles exterior the vehicle and within the field of sensing of the at least one radar sensor. Lane markers may be determined via a vision system of the equipped vehicle. The control determines range and relative lane position of a detected other vehicle relative to the equipped vehicle and determined lane markers, and the sensing system may anticipate a lane change, cut-in or merge intent of the detected other vehicle.

Abstract: A vehicle system to reduce parking tickets is described. The vehicle system includes a communication interface that receives vehicle operator preferences regarding ticketing risk and parking preferences. A processing device calculates an instruction signal which is sent to an autonomous mode controller. The autonomous mode controller moves the vehicle to a pick up location or a new parking spot as a function of the instruction signal.

Abstract: Upon determining that one of a driver condition and a subsystem fault preventing continued operation has occurred, certain actions are taken by an autonomously operating vehicle. An appropriate road-side location for parking is identified. The vehicle is maneuvered to the appropriate road side location. The vehicle is oriented to a specified acute angle to an adjacent traffic lane.

Abstract: A method for controlling a vehicle. A piece of hazard area information, which represents at least one hazard area in the surroundings of the vehicle, and a piece of approach information, which represents an approach to the vehicle of at least one further vehicle driving next to the vehicle, are read in. Using the approach information, at least one collision parameter of a collision between the vehicle and the further vehicle is ascertained. Finally, a control signal is generated, using the collision parameter and the hazard area information, to steer the vehicle in a direction facing away from the hazard area.

Abstract: Provided is a vehicle control device capable of efficiently performing vehicle control for safe driving assistance. A vehicle control device (ECU) (10) mounted in a vehicle is configured to: detect a stopped vehicle (3) located forward of the vehicle (1) in a traveling lane of the vehicle (1); set a speed distribution area (40) which defines a distribution of an allowable upper limit value of a relative speed of the vehicle (1) with respect to the stopped vehicle (3); detect a traveling state of a vehicle traveling in an adjacent lane of the vehicle (1); and, based on the traveling state of the vehicle in the adjacent lane and the speed distribution area (40) with respect to the stopped vehicle (3), execute an avoidance control of avoiding a collision with the stopped vehicle (3).

Abstract: A method of maintain an automotive smart cruise control system is provided. The system is capable of maintaining a vehicle in a stopped state without requiring an electronic braking system. The vehicle is stopped by a controller when conditions for stopping the vehicle are satisfied based on the driving situation of the vehicle, and the vehicle is maintained in the stopped state by setting the speed of the driving motor to zero.

Abstract: A vehicle control system determines an upper non-zero limit on deceleration of a vehicle to prevent rollback of the vehicle down a grade being traveled up on by the vehicle. The upper non-zero limit on deceleration is determined by the controller based on a payload carried by the vehicle, a speed of the vehicle, and a grade of a route being traveled upon by the vehicle. The controller is configured to monitor the deceleration of the vehicle, and to automatically prevent the deceleration of the vehicle from exceeding the upper non-zero limit by controlling one or more of a brake or a motor of the vehicle. The controller also is configured to one or more of actuate the brake or supply current to the motor of the vehicle to prevent rollback of the vehicle while the vehicle is moving up the grade at a non-zero speed.

Abstract: A vehicle traveling control apparatus includes a determiner, a selector, and a switcher. The determiner determines a feature quantity of a third vehicle traveling ahead of a second vehicle for a plurality of targets present in front of the second vehicle traveling ahead of a first vehicle as an own vehicle when generating a target route and controlling a follow-up traveling of the first vehicle. The selector selects, among the plurality of targets, the third vehicle to be followed by the first vehicle based on a determination result of the feature quantity, when the second vehicle departs from a position in front of the first vehicle. The switcher switches the target route from a first target route generated based on a traveling trajectory of the second vehicle to a second target route generated based on a traveling trajectory of the third vehicle upon the departure of the second vehicle.

Abstract: A computer-implemented method, system, and/or computer program product automatically provides spatial separation between a self-driving vehicle (SDV) operating in an autonomous mode and another vehicle on a roadway. One or more processors receive an emotional state descriptor for at least one occupant of the SDV and determine an emotional state of the occupant(s) of the SDV. A vehicle detector on the SDV detects another vehicle within a predefined proximity of the SDV. The processor(s) determine the braking abilities of the SDV and issue spatial separation instructions to a control mechanisms controller on the SDV to adjust a spacing between the SDV and the other vehicle based on the emotional state of the occupant(s) in the SDV.

Abstract: A computer-implemented method, system, and/or computer program product automatically provides spatial separation between a self-driving vehicle (SDV) operating in an autonomous mode and another vehicle on a roadway. One or more processors receive an emotional state descriptor for at least one occupant of the SDV and determine an emotional state of the occupant(s) of the SDV. A vehicle detector on the SDV detects another vehicle and the size of the other vehicle within a predefined proximity of the SDV. A control mechanisms controller determines that a field of view for the occupants in the SDV is blocked by the size of the other vehicle. The processor(s) issue spatial separation instructions to the control mechanisms controller on the SDV to adjust a spacing between the SDV and the other vehicle based on the emotional state descriptor for the occupant(s) in the SDV and the field of view for the occupant(s) in the SDV that is blocked by the size of the other vehicle.

Abstract: A vehicle driving assist apparatus includes a processor that generates a target traveling trajectory of an own vehicle on the basis of a preceding vehicle traveling trajectory. The processor includes: a determining unit that determines first and second fluctuation amounts and compares them with a threshold to determine fluctuation in both end point positions in a widthwise direction of a preceding vehicle; and a first calculator that, on a condition that one of the first and the second fluctuation amounts is greater than the threshold and thereby determined as fluctuating and the other of the first and the second fluctuation amount is equal to or less than the threshold and thereby determined as non-fluctuating, determines a vehicle width center position of the preceding vehicle by setting, as a reference, non-fluctuating one of the both end point positions corresponding to the non-fluctuating one of the first and the second fluctuation amounts.

Abstract: A method of and system for detecting absolute acceleration along various axes relative to a desired movement vector while moving relative to a gravity source includes steps of determining a vertical acceleration, perpendicular to the desired movement vector and substantially anti-parallel to a gravitational acceleration due to the gravity source; determining a longitudinal acceleration, parallel to the desired movement vector and to output at vertical acceleration signal and a longitudinal acceleration signal; determining an inclination of the desired movement vector relative to the gravitational acceleration; and processing the vertical acceleration signal, the longitudinal acceleration signal, and the inclination signal to produce an absolute vertical acceleration signal and an absolute longitudinal acceleration signal.

Abstract: A system includes an acquisition unit that acquires an operation amount or a duration count, and a switching unit that switches a driving state. The switching unit switches the driving state to the cooperative driving state when the operation amount is equal to or greater than an intervention threshold and less than a start threshold or the duration count is equal to or greater than a first threshold and less than a second threshold during the autonomous driving state, switches the driving state to the autonomous driving state when the operation amount is less than the intervention threshold or the duration count is less than the first threshold during the cooperative driving state, and switches the driving state to the manual driving state when the operation amount is equal to or greater than the start threshold or the duration count is equal to or greater than the second threshold.

Abstract: A system for a vehicle having an engine and a battery includes a memory and a controller. The memory has a predicted current expected to be provided by the battery for restarting the engine during a cranking event. The controller is configured to predict a minimum voltage of the battery expected during the cranking event based on the predicted current and to update the predicted current in the memory as a function of the predicted current and an actual current actually provided by the battery for restarting the engine during the cranking event.

Abstract: The present concept is method of controlling a vehicle's engine idle and includes the steps of monitoring a vehicles operating parameters with a controller and comparing parameters to preselected shutdown conditions. In the event shutdown conditions are met and the key is not in the ignition, the controller warns operator of impending shutdown. The controller intercepts the ignition key signal and simulates the vehicle key to be in the run position such that vehicle functions are operable as if key is in run position. The controller shuts down engine. The method may also include the steps of: the controller intercepting the ignition key signal and simulating the vehicle key to be in the accessory position such that vehicle functions are operable as if key is in accessory position.

Abstract: Disclosed herein is a device for controlling a vehicle. The device includes: a driving operation evaluator; a brake device controller for executing a brake hold control if a predetermined brake hold condition is met while the vehicle is stationary; and a threshold modifier. The driving operation evaluator evaluates driver's operation of the vehicle positively if an evaluation target value is equal to or less than a predetermined threshold value, or otherwise negatively if the evaluation target value is more than the predetermined threshold value. When the accelerator pedal is depressed in a situation where the brake hold control is being executed while the vehicle is stationary, the threshold modifier increases the predetermined threshold value for a predetermined period since the driver started to depress the accelerator pedal.

Abstract: A continuously variable transmission, a transmission control system, and a method is provided. The control system is configured to command an initial minimum clamping pressure to be applied to the variator assembly to achieve a desired torque capacity. The control system determines one or more vehicle operation parameters and determines a vehicle condition based on the vehicle operation parameter(s). The vehicle condition is selectable from at least a base condition, an elevated condition, and a high condition. The control system selects a compensation strategy based on the vehicle condition. If an elevated compensation strategy has been selected and a predetermined condition has been met, the control system commands an elevated clamping pressure to be applied to the variator assembly. If a high compensation strategy has been selected, the control system commands a high clamping pressure to be applied to the variator assembly.

Abstract: The invention relates to a sensor arrangement (3) for detecting a state of a road (11), with a sensor device (9) which is designed to detect an impact of water (12) on a wheel arch lining (13) of a motor vehicle (1) while the motor vehicle (1) is travelling on the road (11), and with a control device (7) for detecting the state of the road (11) on the basis of the impact of the water (12) detected by means of the sensor device (9), wherein the sensor device (9) has a first and a second ultrasound sensor (4, 5) which are designed in each case to receive an ultrasound signal and which are furthermore designed in each case to detect the impact of the water (12) on the wheel arch lining (13), wherein the first and the second ultrasound sensor (4, 5) are arranged apart from one another on or in the wheel arch lining (13).

Abstract: A method and apparatus for detecting a size of a person at an exterior of the space to be occupied are provided. The method includes: detecting, at an exterior of a vehicle, a size of a person approaching the vehicle to enter the vehicle; and adjusting a position of at least one from among a vehicle control, a vehicle mirror, and a vehicle seat based on the detected size of the person approaching the vehicle. The method and apparatus may be used to detect the size of a person intending to occupy a vehicle and to adjust positioning of various elements and controls based on the detected size prior to entering the vehicle.

Abstract: An occupant support adapted for use in a vehicle includes a sensory system and a control system. The sensor system is configured to generate signals indicative of at least one of a physiological characteristic of the occupant.

Abstract: A traveling control device for a vehicle includes an electronic control device. The vehicle includes drive power sources. The electronic control device is configured to select, according to a traveling state of the vehicle, a traveling mode from among traveling modes. One or more predetermined drive power sources is used for driving the vehicle in each traveling mode. The one or more predetermined drive power sources in the respective traveling modes is different from each other. The electronic control device is configured to drive the vehicle by using the selected traveling mode, switch between automatic driving by automatic driving control and manual driving by a driving operation from a driver, and when the selected traveling mode switches, inhibit, after switching of the selected traveling mode starts, switching between the automatic driving and the manual driving until the switching of the selected traveling mode is completed.

Abstract: A vehicle safety device using visible light communication is disclosed. A vehicle safety apparatus using visible light communication includes a brake sensor on a main vehicle brake pedal for generating a deceleration signal by a degree of braking, an acceleration sensor on a main vehicle accelerator pedal for generating an acceleration signal by a degree of acceleration, a visible light receiver for receiving a preceding-vehicle signal from at least one preceding vehicle and a following-vehicle signal from at least one following vehicle, a visible light transmitter for transmitting a main vehicle signal to the preceding vehicle and vehicles, a collision risk determination unit for determining whether a danger of collision is present based on the preceding-vehicle signal, the following and main-vehicle signal, and an alarm unit for issuing an alarm to driver in response to the collision risk determination unit determining the presence of a danger of collision.

Abstract: A rail vehicle (1), a method of producing and method of driving the rail vehicle (1) which comprises at least one car body (2). The car body (2) comprises two car body ends (3, 4) the end region of which is supported on a respective wheel unit (5, 6). At least one wheel unit (5, 6) is designed to be driven. The rail vehicle comprises a drive arrangement comprising a transformer unit (7), a traction motor unit (9) and a power converter unit (8). The primary transformer unit (7) and primary power converter unit (8) are arranged adjacent the first wheel unit (5). The primary transformer unit (7) and the primary power converter unit (8) are connected to the second wheel unit (6) such that a traction motor unit (9), of the second wheel unit (6), can be driven by the primary transformer unit and the primary power converter unit.

Abstract: A cart may include a door forming a bed of the cart and a set of wheel assemblies. The cart may be configured to travel along a pair of railroad rails. Each wheel assembly may include a wheel rotatable about an axis and a guide structure configured to engage a side of one rail of the pair of railroad rails. The cart may include a handle, coupled to a wheel assembly.

Abstract: An end carriage for a railway vehicle extends between a first free end and a second end intended to be connected to another carriage of the railway vehicle, the end carriage including a lower housing for a bogie made in proximity to the first end. The end carriage further includes at least one conduit, opening on the one hand into the lower housing, and opening on the other hand into the first end of the end carriage, and means for circulating air in the conduit.

Abstract: A device for force transfer between a chassis frame and a carriage body of a rail vehicle includes a plurality of lemniscate links which are connected to the chassis frame via first joints, a yoke having a middle linking point in which the carriage body can be mounted, wherein the plurality of lemniscate links are connected to the yoke via second joints and form a Z-shaped assembly, where elastically deformable elements are arranged in the in the yoke and the first and second joints, and includes limiting means for receiving impact loads that exceed the operating load so as to limit the maximum deflection of the middle linking point of the yoke in a tractive force direction parallel to a tractive force acting on the chassis frame.

Abstract: A draft gear assembly for use with railcars having coupler members is provided. The draft gear assembly has front and back ends and comprises a yoke, a coupler follower, a front resilient member, an intermediate stop member, and a back resilient member. The yoke has a back wall, a top wall extending from the back wall toward the front end of the draft gear assembly, and a bottom wall extending from the back wall toward the front end of the draft gear assembly. The coupler follower is positioned between the butt end of the coupler shank and the front end of the draft gear assembly. The front resilient member is positioned between the coupler follower and the intermediate stop member. The back resilient member is positioned between the intermediate stop member and the yoke back wall. The front and back resilient members are compressible.

Abstract: Systems for examining a route inject one or more electrical examination signals into a conductive route from onboard a vehicle system traveling along the route, detect one or more electrical characteristics of the route based on the one or more electrical examination signals, and detect a break in conductivity of the route responsive to the one or more electrical characteristics decreasing by more than a designated drop threshold for a time period within a designated drop time period. Feature vectors may be determined for the electrical characteristics and compared to one or more patterns in order to distinguish between breaks in the conductivity of the route and other causes for changes in the electrical characteristics.

Abstract: A cart may include a door forming a bed of the cart and a pair of wheel attachment assemblies. Each wheel attachment assembly may include (a) a fender having a planar expanse configured to abut a lower major face of the door, (b) a clamping member coupled to the fender, the clamping member configured to be coupled to an upper major face of the door and abut an edge face of the door, and (c) a wheel fork coupled to the fender and configured to be coupled to an axle of a wheel. The cart may include a handle clamp configured to be coupled to an edge portion of the planar member and a handle configured to be coupled to the handle clamp.

Abstract: Various embodiments of the present invention are directed to a dispenser configured for securely storing a plurality of items within a cart and providing access to a subset of the plurality of items to authorized users. According to various embodiments, the dispenser generally includes a housing defining an interior portion dimensioned to receive a storage cart having an array of receptacles each configured to hold one or more items, a laterally sliding access door configured to provide restricted access to the cart stored within the dispenser, and an item access mechanism configured to provide selective access to a subset of the plurality of items stored within the cart. The dispenser additionally comprises a cart guide mechanism and a cart locking mechanism configured to guide the cart into the housing and to secure the cart in an appropriate location within the housing for use with the item access mechanism.

Abstract: A pallet truck has a pressed and non-welded fork structure. The fork structure includes an elongate body portion and an outboard end portion integrally formed with the body portion. The body portion has a top wall and opposing sidewalls integrally formed with the top wall. The outboard end portion projects from the body portion and includes a tip sidewall defining a tip region for guiding entry of a fork assembly beneath a pallet.

Abstract: A child stroller apparatus includes a handle frame having a first side segment, a first leg frame having a second side segment, a second leg frame, a linkage assembly connected with the handle frame and the second leg frame, and a latching mechanism. The second side segment is connected with a joining part, and the first side segment is connected pivotally with the joining part. Moreover, a handle is disposed adjacent to the joining part and connected with the joining part. The latching mechanism includes a latch assembled with the second side segment, and a release actuator assembled adjacent to the handle and operatively connected with the latch. The latch can engage with the linkage assembly for locking the child stroller apparatus in an unfolded state, and the release actuator is operable to urge the latch to disengage from the linkage assembly for folding the child stroller apparatus.

Abstract: A stroller having a central hub system that is reversible and foldable is provided. In one example, support members of the stroller chassis (e.g., members supporting the front wheels, back wheels, handle bar(s), and child seating surface) extend from the central hub system and are selectively rotatable there around. In some examples, the central hub system allows a user to collapse or fold the stroller from a first operational position (e.g., suitable for supporting a child) to a second collapsed position (e.g., where the support members rotate around the central hub system together to a more compact position relative to the operational position). In some examples, the collapsed position may be achieved in a single step (e.g., motion), and by one hand, of the user. The central hub system may also allow for reversing the handlebar to support the child in either a forward or rear facing configuration.

Abstract: Disclosed herein is a damping coupler of an electronic steering apparatus. The damping coupler includes a first spline having a first shaft hole such that a worm shaft is inserted therein, with a first serration being formed in the first shaft hole to engage with a serration of the worm shaft; a second spline coupled to a side of the first spline, and having a second shaft hole such that the worm shaft is inserted therein, with a second serration being formed in the second shaft hole to engage with a serration of the worm shaft; and a molding surrounding outsides of the first and second splines, and coupled to a motor shaft.

Abstract: A motor controller of a steering control apparatus is configured to drive, based on an assist command and a tracking command, a motor to thereby generate assist torque and automatic steering torque. A state determiner of the steering control apparatus is configured to determine at least whether a driver's steering state is a biased steering state or a return steering state in accordance with a first parameter associated with steering torque based on the driver's steering, and a second parameter associated with an angular velocity of the motor. A ratio changer of the steering control apparatus is configured to change a ratio of the assist torque to the automatic steering torque in accordance with a determination result of the state determiner.

Abstract: In a steering control apparatus, a basic assistance torque calculating unit calculates a basic assistance torque. A correction torque calculating unit calculates a correction torque to be added to the basic assistance torque. In the correction torque calculating unit, a returning state determining unit determines whether a steering wheel is turning or returning. A returning speed stabilization control unit calculates a returning speed stabilization torque to stabilize a returning speed of the steering wheel, as the correction torque. The returning speed stabilization control calculates the returning speed stabilization torque such as to bring a second-order time differential value of steering wheel position-related information correlated with a steering wheel position closer to zero, and such that an absolute value of the returning speed stabilization torque when the steering wheel is returning is relatively greater than that when the steering wheel is turning.

Abstract: In a steering control apparatus, a basic assistance torque calculating unit calculates a basic assistance torque. A return control unit calculates a return control amount to assist in returning a steering wheel to a neutral position, as a correction torque to be added to the basic assistance torque. In the return control unit, a target steering speed calculating unit calculates a target steering speed being that is a target value for a steering speed. A return control amount calculating unit calculates the return control amount such that the steering speed follows the target steering speed. A returning state determining unit determines whether the steering wheel is turning or returning. The target steering speed calculating unit gradually increases an absolute value of the target steering speed from an absolute value of the steering speed when the steering wheel is returning.

Abstract: In a return control unit, a driver steering correcting unit calculates a correction amount outputted in relation to any calculation quantity in a calculation process for a return control amount, based on a steering torque and steering wheel position-related information, such that the return control amount is maintained or increased when a steering torque is applied in a returning direction towards a neutral position of a steering wheel, and the return control amount is reduced when the steering torque of which an absolute value is equal to or greater than a predetermined critical value is applied in a turning direction away from the neutral position of the steering wheel. The steering wheel position-related information is information of which a value when the steering wheel is at the neutral position is zero and the value is positive or negative based on a steering wheel position in relation to the neutral position.

Abstract: An apparatus for compensating for a column torque in an MDPS (Motor Driven Power Steering) system including: a column torque sensor configured to sense a column torque applied to a steering shaft and output a column torque signal; a vehicle velocity sensor configured to sense a vehicle velocity; and a controller configured to receive the column torque signal to extract a vibration frequency of steering vibration caused in a steering apparatus, determine a filtering gain based on the vehicle velocity sensed by the vehicle velocity sensor, and filter the column torque signal such that a column torque signal corresponding to the extracted vibration frequency is attenuated to an attenuation length which is determined according to the filtering gain.

Abstract: The present invention provides a rear-wheel steering control technique. Specifically, a rear-wheel steering control apparatus for controlling rear-wheel steering control, according to an aspect of the present invention, may include: a vehicle data collection unit configured to receive vehicle data including at least one of steering angle data, steering torque data, vehicle speed data, yaw rate data, or lateral acceleration data; a vehicle data determination unit configured to determine whether or not the steering angle data included in the vehicle data is normal; and a rear-wheel steering control unit configured to generate a rear-wheel steering control signal for degradation rear-wheel control based on at least one of the steering torque data, the vehicle speed data, the yaw rate data, or the lateral acceleration data when the steering angle data is determined to be abnormal.

Abstract: Some implementations can include a zero turn radius utility vehicle that is operated in a standing position by an operator using foot controls provided on the utility vehicle. Accordingly, the operator's hands are free to operate handheld equipment (e.g., a line trimmer, edger, blower, etc.) while the operator controls the utility vehicle via the foot controls. Further, the utility vehicle may have a single third wheel (and no mower deck or other deck or protrusion) extending from the front of the vehicle frame so as to minimize any protrusions to the front of the vehicle, which can permit the operator to work on the ground in front of the utility vehicle using handheld equipment without interference from a mower deck, while remaining in a standing position on the utility vehicle and being able to simultaneously control the utility vehicle (via foot controls) and perform work with handheld equipment.

Abstract: A driving assistance device for a vehicle, comprising: a detection unit that detects a vicinity condition of the vehicle and a running condition of the vehicle; a driving control unit that, on the basis of detection results from the detection unit, controls at least a portion of driving operations of the vehicle and controls autonomous driving that is capable of an overtaking maneuver to overtake a vehicle in front; an operation unit that implements an operation to change a specified speed during the autonomous driving; and a control unit that, after the operation to change the specified speed is implemented by the operation unit in a state during autonomous driving in which a vehicle in front is detected by the detection unit, controls the driving control unit so as to carry out the overtaking maneuver.

Abstract: The disclosure relates to a method for automatic forward or reverse parking of a motor vehicle into a perpendicular or transverse parking space. After the driver has stopped the motor vehicle, ahead of the parking space in a position that appears suitable to him/her for a direct parking procedure, has exited the motor vehicle and has started the method via a remote control, according to the disclosure the vehicle is automatically allowed to drive a short distance straight ahead. During the short distance of straight-ahead travel, the parking-space gateway is ascertained via an environment sensor system, from which a parking trajectory is calculated. At the end of the short distance of straight-ahead travel, the motor vehicle stops automatically and steers the front wheels into a position corresponding to the calculated parking trajectory.

Abstract: Cross-member for a motor-vehicle front suspension, comprising a first structure of metal, a second structure of composite material joined to the first structure and a plurality of mounting members connected to each other by the first structure to allow mounting of one or more components of the front suspension onto the cross-member, wherein the second structure comprises a base body wholly made of a composite material with a polymer matrix and at least one reinforcement element securely connected to the base body in predetermined areas thereof to contribute to the mechanical strength and stiffness of the whole cross-member whereby the second structure includes a main portion extending in a transverse direction, a pair of longitudinal appendages projecting rearwards from the opposite ends of the main portion, and a pair of struts extending upwards each from a respective longitudinal appendage.

Abstract: A longitudinal crash beam in an electric vehicle for reducing the effects of a vehicle collision. The crash beam initiates a self-collapsing process in the event of a vehicle collision which may be triggered by the application of a longitudinal force to a set of impressions positioned along the outside surface of the crash beam. The crash beam may include a top side, a right side, a bottom side, a left side, and a plurality of diagonal sides. An upper cross rib, a lower cross rib, and a center rib may extend between the various sides of the crash beam. Benefits of the crash beam include increased rigidity of the vehicle, increased absorption of energy, and increased linearization of energy.

Abstract: A crash beam receiver for coupling to a crash beam for reducing the effects of a vehicle collision. The crash beam receiver includes a plurality of surfaces that are coupled together to form a hollow opening for receiving the crash beam. The crash beam receiver also includes a gate structure for providing a stopping point for the crash beam when the crash beam is inserted into the crash beam receiver. The gate structure includes a left gate, a right gate, and a protrusion structure that help to linearize the self-collapsing process of the crash beam in the longitudinal direction. The protrusion structure has a certain thickness such that the crash beam is caused to collapse inward toward its center in the event of a vehicle collision.

Abstract: A motor vehicle has a front engine compartment housing a powertrain unit and at least one side-member on which a safety device is mounted; the safety device is configured so as to move said powertrain unit sideways during an impact, towards the opposite side to that which is subject to the impact; the safety device is provided with a beam having a first end, spaced from a terminal portion of the side-member towards the outside of the engine compartment, and a second end fixed to the side-member at an intermediate portion next to the powertrain unit; the safety device is further provided with a pin, which is fixed with respect to the second end of the beam and projects from said second end through a hole of the intermediate portion towards the powertrain unit.