Abstract: A webbing take-up device includes a second clutch that transmits rotation of a motor to a spool. The second clutch includes a base including a first spring catch portion, a clutch gear, a clutch spring including a coil portion, having an end portion at one side caught to the first spring catch portion, and a lever that includes a second spring catch portion catching an end portion at another side of the clutch spring, and that enlarges diameter of the coil portion to abut the clutch gear by moving the end portion at the another side of the clutch spring toward one side in the circumferential direction of the base. A terminal end of the end portion at the one side of the clutch spring abuts the first spring catch portion when the lever is rotated toward the one side in the circumferential direction of the base.

Abstract: The invention relates to a seat-belt warning device comprising a device which detects a seat occupied by a passenger, a device which detects whether the seat-belt associated with a seat is being used, and a device which emits a warning signal. According to the invention, the device which detects seat occupancy by a passenger comprises an optical image-producing system comprising an image evaluation unit.

Abstract: The present disclosure relates to a combination fuel monitoring and anti-theft device and system for monitoring fuel load and preventing fuel theft. The device and system provide real-time information, relating to fuel load and consumption, which is transmittable to a remote receiver.

Abstract: Methods and systems are provided that are effective to generate an alarm for a vehicle. The methods include receiving, by a device, a first sensor value from a first sensor for the vehicle. The methods further include receiving, by the device, a second sensor value from a second sensor for the vehicle. The methods further include retrieving, by the device, an instruction from a memory disposed in the vehicle while the memory is in a write-protected mode. The methods further include evaluating, by the device, the first sensor value and the second sensor value based on the instruction. The methods further include determining, by the device, that the first sensor value is outside a range associated with the first sensor based on the evaluation. The methods further include transforming, by the device, the determination into an alarm.

Abstract: The invention relates to an assembly module (20) for a motor vehicle (1), said assembly module having an optical sensor system (30) which is suitable a) for monitoring an activation region (22) outside of the motor vehicle (1) during an activation duration in order to identify a user's intention in the activation region (22), b) for providing a working signal in the case that a user's intention has been identified. According to the invention, auxiliary means (31, 43, 45, 80) are provided which help the user (10) to make the user's intention in the activation region (22, 28) known so that the working signal can be provided.

Abstract: A key fob device, in one embodiment, includes a transceiver that receives and sends signals, a memory that stores a public key and a certificate of authenticity associated with the key fob device, and a processor coupled to the transceiver and memory. The processor is configured to execute instructions causing the key fob device to transmit the public key and the certificate of authenticity, execute a public key agreement protocol to generate a common secret encryption key, and receive an operation key encrypted with the common secret encryption key.

Abstract: When the number of times of vehicle speed detections reaches a prescribed times “n”, a DR-side wiper blade is moved in such a way that when the front end side of a lip reaches a lower-side stop position APS1, the DR-side wiper blade is temporarily moved to a lower limit position for stop EPSL, then moved to an upper-side stop position APS2 and stopped there, and in such a way that when the front end side of the lip reaches an upper-side stop position APS2, the DR-side wiper blade is moved temporarily to an upper limit position for stop EPSU, then moved to the lower-side stop position APS1 and stopped there.

Abstract: A windshield wiper blade cover and a wiper blade. The windshield wiper blade cover being capable of being disposed on the top side of a wiper blade. The cover has a base portion having a height and a raised portion having a height, the height of the raised portion is greater than the height of the base portion, and the height of the raised portion gradually decreases as the raised portion approaches the outer ends of the cover.

Abstract: A wiper coupler adaptor for releasably attaching a wiper assembly to a wiper arm includes a pair of sidewalls each including a post that extends laterally toward the other and adapted to operatively engage a wiper assembly. The sidewalls include recessed sections adapted to operatively engage rails of an attachment member of a wiper arm, each of the recessed sections have a flange that extends outward beyond to provide releasable engagement with the attachment member.

Abstract: The wiper-washer control device includes a wiper motor that causes a wiper blade to perform a wiping operation, a washer pump that causes a washer fluid to be sprayed, and a controller that, in cases in which defrosting has been instructed, controls the wiper motor and the washer pump such that a defrosting operation in which the wiping operation and spraying of washer fluid is performed in a predetermined combination.

Abstract: A wiper apparatus is improved in wiping performance, and can suppress a disturbance due to cleaning liquid in a driver's field of view. Each cleaning liquid W1 and W2 is jetted from four forward-side injection nozzles and four backward-side injection nozzles in a direction opposite to the wiper blade 20, and toward injection-target locations, and a distance between the wiper blade 20 and an injection-target location for cleaning liquid W1 and W2 on the opposite side from a center of a swinging motion of the wiper blade 20 in a wiping direction of the wiper blade 20 is larger than a distance between the wiper blade 20 and an injection-target location for cleaning liquid W1 and W2 on the same side as the center of the swinging motion of the wiper blade in the wiping direction of the wiper blade 20.

Abstract: The vehicle brake device has the invalid depression region in a brake pedal operation by a driver. The vehicle brake device includes an input rod configured to move forward and rearward in conjunction with a depression operation of a brake pedal and a pedal bias unit configured to bias the input rod in a direction to which the brake pedal returns when the depression operation position of the brake pedal lies within the invalid depression region. The pedal bias unit includes an elastic body including one end portion attached to the input rod and the other end portion attached to the vehicle body side member to provide a spring force to the input rod in the direction to which the brake pedal returns.

Abstract: A brake pedal apparatus for a vehicle has a pedal member manufactured by bending one steel plate. A pedal arm is forcibly rotated forwards by the pedal member being deformed in the event of crash or rear-end collision.

Abstract: A machine includes a prime mover having a power take-off, a chassis configured to support at least an operator and the prime mover, a subframe pivotally coupled to the chassis about a pivot axis at a first location, at least one drive device configured to drive wheels of the machine, a drive belt and pulley arrangement. The subframe is further coupled to the chassis via at least one suspension device at a second location. The at least one drive device is driven by the prime mover and is coupled to the subframe. The pulley arrangement is configured to direct the drive belt from the power take-off of the prime mover to at least one drive pulley on the at least one drive device. The pulley arrangement comprises an idler pulley having a diameter and a rotational axis. The idler pulley is coupled to the chassis such that the rotational axis is spaced from the pivot axis by no greater than 1.5 times the diameter.

Abstract: A brake system includes a brake activator which first activates a central rear brake and lastly activates a front brake of a right front brake and a left front brake which is provided on a front wheel which is an inner wheel by operating an input member. When an operation amount of the input member from an initial state to a maximum operated state thereof is divided equally into three portions which are defined as a low braking force area, a middle braking force area, and a high braking force area, the brake activator activates the central rear brake, the right front brake, and the left front brake to operate in the low braking force area.

Abstract: Provided is an ABS hydraulic unit where it is unnecessary to change a size of a control circuit board corresponding to a size of a block. An ABS hydraulic unit for performing an antilock brake control of a hydraulic brake includes: a pump and a valve mounted in a hydraulic circuit for making the hydraulic brake perform braking; a motor for operating the pump; a block into which the pump, the valve and the motor are assembled; and a control circuit board for controlling the motor and the valve, wherein the block has a first surface into which. the motor and the valve are assembled, and a second surface which intersects with the first surface, and the control circuit board is arranged such that the control circuit board extends along the second surface and the valve is positioned between the control circuit board and the motor, the control circuit board being electrically connected with the motor and the valve through a wire extending along the first surface.

Abstract: A pneumatic booster capable of suppressing braking force from becoming excessive relative to an input force applied to a brake pedal. A valve mechanism (13) includes a poppet valve (14) movably attached to a small-diameter cylindrical portion of a valve body (6), an annular abutment portion formed on a plunger body of a plunger (20) to bring a variable-pressure chamber B into and out of communication with the atmosphere by unseating from and seating on the poppet valve, respectively, a movable seat member (29) movably guided by the valve body to bring a negative-pressure chamber A and the variable-pressure chamber B into and out of communication with each other, and a transmitting member (31) having one end abutting against the movable seat member and the other end disposed to surround a stepped piston of the plunger so as to be abuttable against a reaction disk (27).

Abstract: An electric motor is controlled according to the back and forth movement of an input rod, which is caused by brake pedal operation; a primary piston is propelled to generate hydraulic brake pressure in a master cylinder; and the hydraulic brake pressure is fed back to the input rod through an input piston. The input piston is resiliently held by springs with respect to the primary piston. A jump-in clearance is created between the input piston and the input rod by a rearward spring. At the initial stage of braking, hydraulic brake pressure is not transmitted to the input rod due to the jump-in clearance, which provides jump-in characteristics. The jump-in clearance can be set, regardless of the amount of a relative displacement between the primary piston and the input piston, so that the range of adjustment for regenerative braking can be set larger than the jump-in clearance.

Abstract: With the use of electric power supplied from a vehicle power source, an electric motor is controlled based on a movement amount of an input rod by a master-pressure control device. A primary piston is thrust through an intermediation of a ball-screw mechanism to generate brake fluid pressure in a master cylinder. The brake fluid pressure generated by the master cylinder is fed-back by an input piston through an intermediation of the input rod to a brake pedal. When system end conditions such as the OFF state of the ignition switch are satisfied, the master-pressure control device executes power-supply interruption control to interrupt the vehicle power source and supply necessary electric power from an auxiliary power source, to thereby continue brake control with electric power stored in the auxiliary power source.

Abstract: Generally described, aspects of the disclosed subject matter are directed to an apparatus for anchoring a line, such as a line anchor suitable for use with the brake line of a vehicle. The brake line anchor includes a line coupling member to secure the brake line to the brake line anchor, and a mounting member for mounting the brake line anchor to the vehicle. The brake line anchor has a deflection control portion positioned intermediately along the length. The deflection control portion has a necked-down cross-sectional area such that the brake line anchor is configured to provide independent selection of the stiffness in each direction of bending and in axial compression/extension of the line coupling member such that the brake line anchor can be tailored to the mounting location and system in which the brake line anchor is utilized.

Abstract: An HV-ECU executes a control process including the step of executing reverse rotation prevention control for an engine when EV running is in execution in a vehicle (YES in S100), an ABS is usable (YES in S102) and a magnitude of an amount of change in rotation speed of a ring gear of a differential unit is larger than a threshold value A (YES in S104), or when the ABS is unusable (NO in S102) and a magnitude of an amount of reduction in rotation speed of the ring gear of the differential unit is larger than a threshold value B (YES in S106).

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

Abstract: A method for controlling a state of charge (SOC) of a battery for a cruise travel of a hybrid vehicle includes predicting, by a controller, the SOC of the battery including a change slope of the SOC of the battery for the cruise travel based on a measured value of the SOC. The method includes determining, by the controller, whether the predicted SOC of the battery is equal to or greater than a maximum value of a normal range of the battery when the change slope of the SOC is greater than zero. The method includes driving, by the controller, only a driving motor of the hybrid vehicle whereby the driving motor uses electric power of the battery when the predicted SOC of the battery reaches the maximum value of the normal range of the battery. The normal range of the battery is a region required for the cruise travel of the hybrid vehicle.

Abstract: A vehicle includes an engine, a first motor generator that is configured to generate electric power using the power of the engine, an electric storage device that is configured to store the electric power that is generated by the first motor generator, a connection part through which the electric power that has been stored in the electric storage device is supplied to the outside of the vehicle; and an ECU that is configured to start the engine when the SOC of the electric storage device reaches a predetermined starting threshold value. The ECU sets a starting threshold value ON2 that is used when the vehicle is in an undrivable condition and electric power is being supplied to the outside of the vehicle through the connection part to a value smaller than a starting threshold value ON1 that is used when the vehicle is in a drivable condition.

Abstract: An engine control system for a vehicle includes a controller that initiates a start of the engine in response to a state of charge (SOC) of a battery falling below an engine start threshold, initiates a stop of the engine in response to the SOC exceeding an engine stop threshold, and adjusts a value of the engine start threshold based on whether a load remote from the vehicle is drawing power from the battery.

Abstract: A motive power system includes a first energy storage, a second energy storage, an actuator, an internal combustion engine, an electric generator, a power transmission circuit, and circuitry. The circuitry is configured to control the power transmission circuit to charge at least the second energy storage via the electric generator. The circuitry is configured to control the power transmission circuit to charge the first energy storage with electric power supplied from the second energy storage when a first charge rate of the first energy storage is lower than a first threshold.

Abstract: A hybrid vehicle includes an internal combustion engine, a filter, an electrical storage device, a rotating electric machine, and a controller. The filter is configured to trap particulate matter in exhaust gas of the internal combustion engine. The rotating electric machine is configured to generate electric power using power from the internal combustion engine so as to charge the electrical storage device, and drive the internal combustion engine using electric power from the electrical storage device. The controller is configured to control the internal combustion engine and the rotating electric machine, so as to warm up the electrical storage device when regeneration control needs to be performed and when the temperature of the electrical storage device is lower than a reference value. The regeneration control is control for raising the temperature of the filter to a predetermined temperature so as to burn the particulate matter.

Abstract: A control system, a switch and a control method for a hybrid vehicle, the vehicle operable in a hybrid mode where a combustion engine and an electric motor can be used, and in an electric mode where only the electric motor can be used. The control system includes a propulsion mode control module configured to control the vehicle to operate in one of the hybrid mode and the electric mode. The propulsion mode control module is further configured to verify that the vehicle has been in an off-state for a predetermined period of time before switching from the hybrid mode to the electric mode.

Abstract: A method and an apparatus for controlling a hybrid electric vehicle including a dual clutch transmission are provided. The method for controlling a hybrid electric vehicle including a dual clutch transmission may include: determining whether an engine start condition is satisfied in a state in which an engine is stopped; determining whether a kick-down shift condition is satisfied when the engine start condition is satisfied; connecting a speed gear corresponding to a target gear stage to an output shaft corresponding to the target gear stage when the kick-down shift condition is satisfied; determining whether a lock-up condition of an engine clutch is satisfied when the engine start condition is satisfied; locking up the engine clutch when the lock-up condition of the engine clutch is satisfied; and locking up a shift clutch corresponding to the target gear stage when the engine clutch is locked up.

Abstract: A vehicle includes a hybrid powertrain with a motor/generator electrically coupled to a high-voltage bus to provide propulsion. The vehicle also includes an integrated starter/generator electrically copulated to a low-voltage bus and configured to start the engine. A vehicle power system includes a power converter electrically coupled between the high-voltage bus and the low-voltage bus. During engine start events, operation of the integrated starter/generator is coordinated with operation of the power converter to reduce voltage sag on the low-voltage bus. An increase rate of current supplied to the integrated starter/generator is limited such that a current output of the power converter does not saturate at a maximum current output for a period of time after initiating the engine start event.

Abstract: When at least one of motor generators is not under normal control and where the MG1 temperature is less than an upper limit value, an ECU is configured to perform an inverter-less running control. In the inverter-less running control, an inverter is brought into a gate shutoff state and an engine is driven to cause the motor generator to generate a counter-electromotive voltage which consequently produces a counter-electromotive torque. During the inverter-less running control, the ECU makes a voltage difference between the counter-electromotive voltage and the voltage of a power line connecting a converter and an inverter when the MG1 temperature is equal to or greater than a predetermined value smaller than the voltage difference when the MG1 temperature is less than the predetermined value.

Abstract: A method in controlling a steering assistance actuator in a steering system (100) of a vehicle and one or more controllable vehicle state actuators so that the steering-wheel torque applied by the driver is an indicative for the driver intention and transformed to a target yaw and/or lateral vehicle state to be controlled by one or more vehicle state controllers and actuated by the vehicle state actuators along with the fact that the level of understeer is used to achieve an additional steering-wheel torque in the form of a ramp in the steering-wheel torque as a function of the level of understeer.

Abstract: A method, system, and/or computer program product controls positioning of cargo being loaded onto a cargo vehicle based on sensor readings from another cargo vehicle. One or more processors receive output from a cargo sensor and a camera, on a first cargo vehicle, that describe an amount of movement of first cargo being transported by the first cargo vehicle. The processor(s) then transmit instructions to a loader of second cargo being loaded onto a second cargo vehicle to adjust a positioning of the second cargo while being loaded onto the second cargo vehicle, where the positioning of the second cargo in the second cargo vehicle is different from a positioning of the first cargo on the first cargo vehicle, in order to minimize damage exposure to the second cargo.

Abstract: A vibration suppression torque calculation means calculates a vibration suppression torque for suppressing a sprung vibration. An upper/lower limit value setting means is configured to set, based on a gear ratio of a transmission, upper and lower limit values whose absolute values are increased as the gear ratio is increased. An upper/lower limit restriction means calculates a final vibration suppression torque acquired by using the upper and lower limit values to impose upper/lower limit restriction on the vibration suppression torque. An addition unit sets a value acquired by adding the final vibration suppression torque to a driver required torque to a target torque.

Abstract: An automatic driving system for an automatically driven vehicle. In the system, a travel direction acquirer is configured to acquire travel direction information that is information indicative of whether or not each of lanes in a parking lot is unidirectional. In addition, in the system, an allowance determination unit is configured to, if determining, based on the travel direction information acquired by the travel direction acquirer, that each of the lanes in the parking lot is unidirectional, allow automatic driving of the automatically driven vehicle.

Abstract: A method for operating a vehicle, comprising receiving one or more dimensions of a parking position via a communication network, and autonomously maneuvering the vehicle into the parking position based on the one or more dimensions. An apparatus for operating a vehicle, and a method and an apparatus for assisting a vehicle upon maneuvering into a parking position are also described. A vehicle, a parking system for vehicles, and a computer program are also described.

Abstract: Aspects of the disclosure relate to determining whether a vehicle should continue through an intersection. For example, the one or more of the vehicle's computers may identify a time when the traffic signal light will turn from yellow to red. The one or more computers may also estimate a location of a vehicle at the time when the traffic signal light will turn from yellow to red. A starting point of the intersection may be identified. Based on whether the estimated location of the vehicle is at least a threshold distance past the starting point at the time when the traffic signal light will turn from yellow to red, the computers can determine whether the vehicle should continue through the intersection.

Abstract: A method for restarting an engine of a vehicle stopped on a grade, comprising the steps of engaging a gear of a transmission through which the engine and wheels of the vehicle are drivably connected mutually, using brake pressure to engage wheel brakes and produce a road gradient wheel torque that holds the vehicle stationary on the grade, initiating an engine restart, operating the engine to produce wheel torque equal to or greater than the road gradient wheel torque, and releasing the brake pressure.

Abstract: Methods and systems for improving operation of a vehicle driveline that includes an engine and an automatic transmission with a torque converter are presented. In one non-limiting example, the engine may be stopped while a vehicle in which the engine operates is rolling. A transmission coupled to the engine may be shifted as the vehicle rolls so that vehicle response may be improved if a driver requests an increase of engine torque.

Abstract: Methods and systems for improving vacuum generation for an engine that may be operated at higher altitudes are presented. In one non-limiting example, a transmission that is mechanically coupled to the engine may be shifted from a gear to neutral in response to an actual total number of times a vehicle brake pedal is applied and partially released while the vehicle is stopped and the brake pedal is applied.

Abstract: An autonomous vehicle can operate with respect to other vehicles at a multi-stop intersection. One or more other objects (e.g., vehicles) approaching the multi-stop intersection from a different direction than the autonomous vehicle can be detected. An arrival time of the autonomous vehicle and the detected one or more other objects at the multi-stop intersection can be determined. In response to determining that the arrival time of the autonomous vehicle and the detected one or more other objects at the multi-stop intersection is substantially the same, a driving maneuver for the autonomous vehicle can be determined. As an example, the driving maneuver can include stopping short of an originally intended stopping point and/or decelerating so that the arrival time of the autonomous vehicle is not substantially the same as the other objects at the multi-stop intersection. The autonomous vehicle can be caused to implement the determined driving maneuver.

Abstract: A moving body control device includes an attitude angle detection section configured to detect ah attitude angle of an inverted moving body, a command value generation section configured to generate an attitude angular speed command value of the inverted moving body according to the attitude angle detected by the attitude angle detection section, a control section configured to control drive of the inverted moving body according to the attitude angular speed command value generated by the command value generation section, a determination section configured to make a determination whether or not the inverted moving body travels in a constant direction for a prescribed time or longer, and an acceleration-deceleration command section configured to increase or decrease the attitude angular speed command value generated by the command value generation section when the determination section makes a determination that travel is performed in the constant direction for the prescribed time or longer.

Abstract: A control strategy for a vehicle powered by an internal combustion engine has a repeating cycle of accelerating the vehicle during a more fuel efficient acceleration phase of the cycle followed by a deceleration phase of the cycle which uses little or no fuel.

Abstract: A method of controlling a dual clutch transmission (DCT) for a vehicle includes steps to reduce objectionable noise present during particular driving conditions and when the vehicle is operated using certain driving habits. A DCT engages at least two gear ratios at a time; one gear ratio for the current desired gear and a second gear ratio for the next likely gear. The method detects when conditions are favorable for the objectionable noise and takes action to remove the cause of the objectionable noise.

Abstract: A method for active vibration control of a hybrid electric vehicle may include: selecting a reference angle signal based on position information of a motor or an engine; generating a reference angle based on information of the reference angle signal; setting up a period of fast Fourier transform (FFT) and analyzing the FFT signal; setting up a reference spectrum according to an engine speed and an engine load; extracting a vibration component from each frequency based on information of the reference spectrum; selecting and adding a removal object frequency from the vibration of each frequency and performing inverse FFT; determining a basic amplitude ratio according to the engine speed and the engine load and an adjustable rate according to the engine load; and performing active vibration control of each frequency based on the information of the basic amplitude ratio, the adjustable rate, and the engine torque.

Abstract: Misfire detection techniques for a hybrid electric vehicle (HEV) including an internal combustion engine and an electric motor involve utilizing a crankshaft speed sensor configured to generate a crankshaft speed signal indicative of a rotational speed of a crankshaft of the engine that is coupled to the electric motor via a flywheel. The techniques also utilize a controller configured to control the electric motor to provide a vibrational response to dampen disturbances to the crankshaft, receive the crankshaft speed signal, selectively modify the crankshaft speed signal to obtain a modified crankshaft speed signal, and detect a misfire of the engine based on the modified crankshaft speed signal and a set of thresholds including at least one of a negative misfire threshold and a positive vibrational response threshold.

Abstract: A method of estimating road slope using a gravitational acceleration sensor, includes determining whether a driving mode of a vehicle is a towing or freight carrying mode, calculating a difference value between road slope measured using the gravitational acceleration sensor and road slope measured using a driving torque when the driving mode of the vehicle is the towing or freight carrying mode, estimating road slope by correcting the road slope measured using the gravitational acceleration sensor based on the difference value, and controlling a shift of the vehicle according to the estimated road slope.

Abstract: A driving analysis server may be configured to receive vehicle operation data from vehicle sensors and telematics devices of a first vehicle, and may use the data to identify a potentially high-risk or unsafe driving behavior by the first vehicle. The driving analysis server also may retrieve corresponding vehicle operation data from one or more other vehicles, and may compare the potentially high-risk or unsafe driving behavior of the first vehicle to corresponding driving behaviors in the other vehicles. A driver score for the first vehicle may be calculated or adjusted based on the comparison of the driving behavior in the first vehicle to the corresponding driving behaviors in the other vehicles.

Abstract: Forces in a vehicle interface between the suspension and a body are identified. Rather than using many or all strain gauges, some more easily and rapidly installed acceleration sensors are instead used to measure local deformation. To remove or reduce the effects of rigid-body motion captured by accelerometers, an inertial measurement unit is also used. The forces are estimated from a behavior model accounting for both rigid and flexible motions.

Abstract: The present invention relates to a stereo camera, a vehicle driving assistance device comprising the same, and a vehicle. A stereo camera according to an embodiment of the present invention includes a first lens, a first image sensor to sense a first image including a grey color and a first color on the basis of light which is incident through the first lens, a second lens separated from the first lens by a predetermined distance, and a second image sensor to sense a second image including the grey color and a second color on the basis of light which is incident through the second lens. Accordingly, the stereo camera may acquire a disparity map and a RGB image.