Abstract: A battery system for a vehicle includes an auxiliary battery, first electric loads electrically connected to the auxiliary battery through first relays, a first electronic control unit electrically connected to the auxiliary battery through a second relay, the first electronic control unit being configured to turn on and off at least the first relays and the second relay, and a collision detection device configured to transmit a collision detection signal to the first electronic control unit when detecting a collision of the vehicle. The first electronic control unit is configured to switch the first relays from on to off, while keeping the second relay turned on when receiving the collision detection signal.

Abstract: The present disclosure relates to a power system including: a plurality of Electronic Control Units (ECUs) configured to transfer power to a motor connected to an output terminal; a temperature section determination unit configured to determine whether first temperature information input from a first temperature sensor which senses the temperature generated from a first ECU corresponds to a normal section, a warning section, or a danger section, which are set in advance; a temperature comparison determining unit configured to determine whether the first temperature information is less than or equal to second temperature information input from a second temperature sensor which senses the temperature generated from a second ECU, in a case in which it is determined that the first temperature information corresponds to the warning section; and a controller configured to control the first ECU so that the first ECU reduces the power in a case in which it is determined that the first temperature information is less

Abstract: A rail installation has an overhead line in the region of a stop and at least one rail vehicle with a current collector for making contact with the overhead line. The overhead line has a central part having a limited, predefined length and an adjoining end portion. The central part has a substantially constant predefined height above a rail. The end portion has a height that increases outward from the central part. The current collector of the rail vehicle is raised and matched to the overhead line such that, as the rail vehicle enters the stop, sliding strips of the current collector have a height above the rail that is at least equal to the substantially constant height of the central part of the overhead line, and that is at most equal to the greatest height of the raised first end portion of the overhead line above the rail.

Abstract: A vehicular power source device includes a first generator that generates electric power by rotating a rotor, a second generator that rotates at a higher rotation speed than an upper limit of a rotation speed of the first generator to generate electric power, a detector that detects the rotation speed of the first generator, and a controller that controls power generation of the first and second generators. The controller causes the first generator to generate electric power when the rotation speed of the first generator detected by the detector is not larger than the upper limit of the rotation speed of the first generator, and causes only the second generator to generate electric power when the rotation speed of the first generator detected by the detector is larger than the upper limit of the rotation speed of the first generator.

Abstract: The control apparatus closes the throttle, opens the bypass valve and supplies electric power to the electric compressor in a case where the remaining battery power of the battery is larger than the reference level when regenerative braking is performed with the first motor generator. The electric compressor is provided on the intake passage upstream of the throttle. The bypass valve is provided on the bypass passage that bypasses the electric compressor. According to the hybrid vehicle configured as above, regenerative braking force to be required can be obtained by performing electric power regeneration using the generator even when there is a constraint on regenerated electric power that the battery can accept.

Abstract: A second power conversion device converts electric power supplied from a power source connected to an input side of the second power conversion device, to supply the converted electric power to a first power storage device. A first contactor is closed, such that a smoothing capacitor is charged with electric power stored in the first power storage device. A controller controls a first power conversion device to cause the first power conversion device to perform power conversion of electric power stored in the smoothing capacitor and to supply the converted electric power to a power generator.

Abstract: During a predetermined drive in which the hybrid vehicle is driven with operation of the engine in such a state that the first inverter and the second inverter are shut down, the hybrid vehicle controls the engine and the step-up/down converter such that the hybrid vehicle is driven with output of a torque from a first motor to a driveshaft via a planetary gear by decreasing the voltage of the high voltage-side power line to be lower than a reverse voltage of the first motor in the range of not lower than a lower limit control voltage that is higher than an allowable lower limit voltage The hybrid vehicle increases the lower limit control voltage during the predetermined drive, compared with the lower limit control voltage during a drive other than the predetermined drive.

Abstract: A power generation device for a utility vehicle having a battery source capable of storing electrical energy and selectively outputting electrical energy and selectively receiving electrical energy, a logic/driver module operably coupled to the battery source and capable of outputting power to a drive system of the utility vehicle, an internal combustion engine capable of outputting a mechanical driving force in response to a control input from the logic/driver module, and a brushless DC motor operably coupled to the internal combustion engine via a coupler and electrically coupled to the logic/driver module. The brushless DC motor is capable of operating as a generator in response to the mechanical driving force of the internal combustion engine, thereby outputting electrical energy to the logic/driver module, and further is capable of operating as an electric motor in response to input of electrical energy from the logic/driver module.

Abstract: A method for determining a charge plan for an electrical energy store of a vehicle includes subdividing a charging time interval, which is available for charging the energy store, into a sequence of time segments, such that constant charging power conditions are respectively present in the time segments in the sequence of time segments. For each time segment in the sequence of time segments, a limited number of possible charging powers with which the energy store can be charged and/or discharged in the respective time segment are determined. A plurality of sequences of charging points are determined, where each of the charging points indicates a charging power from the limited number of possible charging powers for a given time segment from the sequence of time segments, and where each sequence of charging points from the plurality of sequences of charging points indicates a sequence of charging powers for the sequence of time segments.

Abstract: This control apparatus includes (A) a first connecting part, which is connected with a driving control apparatus for controlling driving of a power unit for assisting a human power or with the power unit, and through which a current relating to charging and discharging of an electrical power storage device flows, (B) a second connecting part, which is provided separately from the first connecting part, and through which a current relating to charging to the electrical power storage device flows via an electrical connection, and (C) a controller to control charging and discharging of the electrical power storage device, which are performed by using a current, which flows in the first connecting part and/or the second connecting part.

Abstract: An integrated and isolated onboard charger for plug-in electric vehicles, includes an ac-dc converter and a dual-output dc-dc resonant converter, for both HV traction batteries and LV loads. In addition, the integrated and isolated onboard charger may be configured as unidirectional or bidirectional, and is capable of delivering power from HV traction batteries to the grid for vehicle-to-grid (V2G) applications. To increase the power density of the converter, the dual-output DC-DC resonant converter may combine magnetic components of resonant networks into a single three-winding electromagnetically integrated transformer (EMIT). The resonant converter may be configured as a half-bridge topology with split capacitors as the resonant network components to further reduce the size of converter. The integrated charger may be configured for various operating modes, including grid to vehicle (G2V), vehicle to grid (V2G) and high voltage to low voltage, HV-to-LV (H2L) charging.

Abstract: A distributed converter for delivering power to a set of loads is provided. The distributed converter includes a converter battery distribution unit that includes a converter-modular power tile, and the converter-modular power tile includes a battery pack configured to deliver power to a load of the set of loads.

Abstract: A vehicle includes an electric power storage device, a charging inlet, an electric power reception device, and a controller. The controller is configured to start charging the electric power storage device when the time reaches a set time set in advance in a case where scheduled charging control that starts charging the electric power storage device at the set time is planned to be executed in a state in which electric power is receivable through either the charging inlet or the electric power reception device. The controller is configured to execute the contacted charging control by suppressing execution of the scheduled charging control that starts the contactless charging control, when the charging connector is connected to the inlet in a case where the scheduled charging control that starts the contactless charging control at the set time is planned to be executed.

Abstract: According to an aspect of the invention, a motor drive circuit includes a first energy storage device configured to supply electrical energy, a bi-directional DC-to-DC voltage converter coupled to the first energy storage device, a voltage inverter coupled to the bi-directional DC-to-DC voltage converter, and an input device configured to receive electrical energy from an external energy source. The motor drive circuit further includes a coupling system coupled to the input device, to the first energy storage device, and to the bi-directional DC-to-DC voltage converter. The coupling system has a first configuration configured to transfer electrical energy to the first energy storage device via the bi-directional DC-to-DC voltage converter, and has a second configuration configured to transfer electrical energy from the first energy storage device to the voltage inverter via the bi-directional DC-to-DC voltage converter.

Abstract: Embodiments of the present invention provide a method of charging an electric vehicle. The method comprises receiving at an electric vehicle, a wireless signal associated with an electric vehicle charging apparatus. Upon receiving the signal the method comprises controlling an actuator to open, in dependence on receiving the wireless signal, an enclosure housing a socket for receiving the charging plug. Embodiments of the invention also provide an enclosure for a charging socket of an electric vehicle.

Abstract: A mobility system includes an electrically drivable motor vehicle and an electrically drivable battery transport cart. A rechargeable drive battery of the motor vehicle is received in the battery transport cart. The battery transport cart can be releasably inserted into a downwardly open region of a supporting structure of the motor vehicle. The disclosure also relates to a battery transport cart, an electrically drivable motor vehicle and a method to charge a rechargeable drive battery of an electrically drivable motor vehicle.

Abstract: A reconfigurable system capable of autonomously exchanging material from unmanned vehicles of various types and sizes. The system comprises an environmental enclosure, a landing area, a universal mechanical system to load and unload material from the unmanned vehicle, and a central processor that manages the aforementioned tasks. The landing area may comprise a one or more visible or non-visible markers/emitters capable of generating composite images to assist in landing the unmanned vehicle upon the reconfigurable, autonomous system.

Abstract: A remote smart-power server receives reservation data indicating parameters for a planned vehicle use, such as pick-up time, pick-up location, and drop-off time. Systems of the present technology are in various embodiments used in connection with electric vehicles. The server interacts with a smart-powering station system to determine available vehicles at the location, including vehicles having sufficient charge, or chargeable to sufficient charge by the pick-up time. The server presents available vehicles to a user device and receives selection of a preferred vehicle. The server sends the selection to the smart-powering station, which implements a charging sequence to ensure the preferred vehicle is charged as needed for the planned vehicle use. Charging is in various implementations performed automatically, such as by computing controls and robotic machinery.

Abstract: A system for supplying energy to an electrical consumer—in particular, for charging a battery-operated device—preferably, a vehicle with an electric drive—includes an energy station, a mobile terminal, and a computing device. The energy station has a communications device for exchanging data with the mobile terminal, and data can be transmitted from the mobile terminal via a transmitting device to the computing device so that data from the energy station can be transferred via the mobile terminal to the computing device. Moreover, an energy station and a method for transmitting energy to an electrical consumer are presented.

Abstract: The present invention refers to a device and a method for measuring isolation resistance of a battery powered systems. The device comprises: a first reference resistance (R01) connectable in series between a positive high-voltage bus (1) and a low-voltage ground connection (5), a second reference resistance (R02) connectable in series between the negative high-voltage bus (2) and the a low-voltage ground connection (5), a first measurement resistance (Rbottom) connected with the low-voltage ground connection (5), a second measurement resistance (Rtop1) connectable in series between the positive high-voltage bus (1), and the first measurement resistance (Rbottom), and a third measurement resistance (Rtop2) connectable in series between the negative high-voltage bus (2), and the first measurement resistance (Rbottom).

Abstract: A battery replacement assisting system includes a server configured to determine, from a plurality of battery packs including a recycled battery pack, a battery pack serving as a replacement candidate for a battery pack mounted on the vehicle. The server is configured to: acquire a state of deterioration of the battery pack; select a battery pack having a life longer than a period until the planned time from the plurality of battery packs by calculating a distance (life) in which the vehicle can travel until a capacity maintenance ratio of the battery pack reaches a threshold value (Qth); and determine the replacement candidate using a result of the selection and the expense information. The battery replacement assisting system further includes a display configured to notify the user of the replacement candidate determined by the server and the expense information of the replacement candidate.

Abstract: A battery state estimating apparatus is provided with: an acquirer configured to obtain a complex impedance of a battery; a calculator configured to calculate a ratio of a variation of a predetermined feature amount regarding the complex impedance; and an estimator configured to estimate a charge amount of the battery on the basis of the ratio of the variation of the predetermined feature amount with respect to an integrated current value, which is an integrated value of an electric current flowing through the battery.

Abstract: A system includes a battery pack designed to store electrical energy at a rated voltage and having a first and second battery module, each having a plurality of battery cells, and at least one switch selectively coupled to the battery modules. The system further includes an on-board charger that receives electrical power. The system further includes an ECU that determines a current voltage of the battery modules. The ECU also controls the at least one switch to transfer the electrical power to a combination of the battery modules until the current voltage of the first battery module or the second battery module reaches the rated voltage. The ECU also controls the at least one switch to transfer the electrical power to the first battery module when the current voltage of the first battery module is less than the current voltage of the second battery module.

Abstract: A method for recognizing a seat occupancy of seats in a motor vehicle including a) preparing a checking sequence of the seats at least using a probability of occupancy of the seats, and b) sequentially checking the occupancy of the seats using the checking sequence prepared in step a).

Abstract: A vehicle system includes a seat state acquisition unit (160) that acquires an orientation about a vertical axis of a seat on which an occupant of a vehicle sits, a vehicle state acquisition unit (170) that acquires a current or future acceleration relating to the vehicle, and a seat control unit (180) that deforms at least a part of the seat on the basis of the orientation of the seat acquired by the seat state acquisition unit and the acceleration acquired by the vehicle state acquisition unit.

Abstract: An adjustment arrangement for adjusting a vehicle seat component of a vehicle seat comprises an adjusting mechanism for adjusting the vehicle seat component and an electrical drive device.

Abstract: The invention relates to a position-determining device for determining a position of a vehicle seat inside a vehicle, wherein the position of the vehicle seat in the vehicle can be adjusted along an adjustment direction between a first and at least one second location, comprising a vehicle component and a vehicle seat component, wherein the vehicle component can be arranged in the vehicle as part of a vehicle electronics system, and the vehicle seat component can be arranged in the vehicle seat as part of a vehicle seat electronics system, said vehicle seat component having at least one vehicle seat transmitting/receiving device and said vehicle component having at least two vehicle transmitting/receiving devices.

Abstract: A vehicle seat control system (1) includes a first backrest portion (302) rotatably connected to a seating portion (301) by a first connection unit (308), a second backrest portion (302) rotatably connected to the first backrest portion by a second connection unit (309), a folding adjustment unit (304) that adjusts an angle of the second connection unit, a seat surface adjustment unit (304) that adjusts a height of the seating portion, a first angle detection unit (308a) that detects a first angle that is formed between the first backrest portion and a floor surface, a second angle detection unit (309a) that detects a second angle that is formed between the second backrest portion and the first backrest portion, and a control unit (160) that controls the folding adjustment unit on the basis of the first angle at the time of automatic driving of the vehicle to adjust the second angle, and controls the seat surface adjustment unit to maintain a height of a reference position in the second backrest portion to be

Abstract: A vehicle seat comprises a seat part including a seat cushion pan 1 for a seat occupant, two side parts between which a cross tube 6 extends along a pivot axis, and seat part mounting brackets 7 for connecting the seat cushion pan 1 and the cross tube 6. The cross tube 6 has a clearance opening 61 within the range of at least one of the seat part mounting brackets 7 and a local bead 62 opposite from the clearance opening 61. The local bead 62 engages an indentation or slot 72 within the surface of the seat part mounting bracket 7 facing the cross tube 6 for limiting a lateral movement of the seat cushion pan 1.

Abstract: A vehicle seat longitudinal adjusting device (1) includes a rail (3.2) fixed to the vehicle and a rail (3.1) fixed to the seat, which move relative to each other. A stop (6, 7, 9, 10) protrudes in the region of a rail lock (5) and projects into an interior of the rails (3.1, 3.2). Slot-shaped rail openings (3.3) are arranged in both rails (3.1, 3.2) for locking engagement with a latching element (5.3) of a locking element (5.1) of the rail lock (5). The stop (6, 7, 9, 10) is arranged below the slot-shaped rail openings (3.3) and is narrower in the longitudinal direction (x) than the rail openings (3.3) or includes a recess (7.1) through which the latching element (5.3) can be guided. A rail pair (2) includes the longitudinal adjusting device (1) and a vehicle seat includes the rail pair (2) with the longitudinal adjusting device (1).

Abstract: A seat assembly including a seat rail having an opening at an end of the seat rail, a seat slider that slides relative to the seat rail along a length of the seat rail, and an end stop at the end of the seat rail that prevents the seat slider from sliding beyond the opening and that substantially covers a cross section of the opening.

Abstract: A shaft housing hole (27) has a shaft insertion hole (31) into which the rotating shaft section (45) of an engagement member (40) is inserted. Also, the shaft housing hole (27) has slits (32, 34) extending from the lower end of the shaft insertion hole (31) along the side surface of the shaft insertion hole (31) toward an upper connection wall section (21). The upper side wall section (22) of an upper rail (20) has shaft restriction sections (33, 35) formed by the shaft housing hole (27). The shaft restriction sections (33, 35) have front ends (33b, 35b) with which the side surfaces of the rotating shaft section (45) are in contact.

Abstract: An actuating mechanism (4), for a longitudinal adjuster (1) of a vehicle seat, includes an upper rail (2.1) and a lower rail (2.2), which rails are lockable to each other by at least one lock (3). The actuating mechanism (4) includes an actuating arm (4.1), a release lever (5), a positioning element (5.2), which is arranged on the release lever (5) and is mounted pivotably at a free lever end (5.3) of the release lever (5), and a connecting region (5.1) which is arranged on the release lever (5) and has an opening (5.4) provided for the non-rotatable fastening of the actuating arm (4.1). The free lever end (5.3) is configured for arrangement in an interior space (I) of the rails (2.1, 2.2). The connecting region (5.1) is configured so as to be able to pass through an upper side of the upper rail (2.1).

Abstract: A torsion bar configured to assist height adjustment of a seat cushion frame is housed in a hollow coupling pipe positioned between side frames. The inside of the coupling pipe has first and second engagement portions configured to engage and hold one end portion of the torsion bar in an extension direction thereof. The first engagement portion is engaged with a first engaged portion of the one end portion. The second engagement portion is engaged with a second engaged portion of the one end portion in the same position as a position of engagement between the first engagement portion and the first engaged portion in the seat width direction or in a position on the inner side from the position of engagement in the seat width direction, the second engaged portion being positioned closer to one end of a biasing member in the extension direction than the first engaged portion.

Abstract: Provided is a seatback structure for a seatback provided with a lower seatback support and an upper seatback support pivotably connected to the upper end of the lower seatback support. An actuator (17) is fixedly secured to one of a pair lower side frames (6) of a seatback frame (F), and an output end (17a) of the actuator is configured to move linearly along a length of the lower side frame, and a link (25) is provided with an upper end pivotally connected to a part of a corresponding upper side frame (7) and a lower end pivotally connected to the output end of the actuator. The upper end portion of the lower side frame and the lower end portion of the corresponding upper side frame comprise plate members facing laterally each other in an overlying relationship, and at least partly interposing the link therebetween.

Abstract: A child restraint is adapted to set on a passenger seat in a vehicle. The child restraint includes a seat bottom, a seat back, and a movable headrest.

Abstract: A seat system for a vehicle includes a seat having a seat bottom on which a person can sit. An intermediate support structure is secured to the seat and the vehicle which allows the seat to rotate relative to the vehicle. An actuator can interact with the seat to cause the seat to rotate relative to the vehicle. One or more sensors can each measure an aspect of motion. A processor can (i) receive input from each of the one or more sensors, (ii) determine from this input a measure of rotation of the vehicle away from a nominal, level horizontal orientation, and (iii) utilize the input to determine a desired rotation of the seat. An angle that the seat has been rotated away from a nominal, level orientation is more than insubstantially larger than an angle that the vehicle has rotated away from a nominal, level horizontal orientation.

Abstract: A method for activating a vehicle seat including receiving a seat occupancy signal, receiving a collision signal and generating a signal for activating the vehicle seat as a function of the seat occupancy signal and of the collision signal.

Abstract: There is provided a seat break over device. The seat break over device features linkage members that connect the seat back to the quadrant arm. In the static condition, the linkage member acts as a rigid member, constraining rotation of the seat back relative to the quadrant arm. Upon impact of a certain inertial force, the linkage member interacts with a weighted member. The weighted member may include a suspended weight or mass that pivots about a horizontal axis. During a gravity load of a certain amount (e.g., a 16 g event), inertial loads act on the weighted member/hammer, which transfers a force onto the linkage member. This force moves the linkage member into an unstable mode, allowing forward rotation of the seat back with respect to the quadrant arm.

Abstract: A vehicle seating assembly includes a frame having first and second side members. A seatback and a head restraint are supported on the frame. A paddle includes a lower pivot rod pivotally coupled between the first and second side members of the frame. The paddle is disposed proximate a top portion of the seatback, below the head restraint. A bladder is disposed between the paddle and the frame and is operable between an inflated condition, wherein the paddle is pivoted forward to support one of the upper back and neck of an occupant, and a deflated condition, wherein the paddle is pivoted rearward into the seatback.

Abstract: A center console for a vehicle includes a base, a storage compartment disposed within the base having an upwardly facing opening, and a cover hingedly connected to the base for selectively covering the opening of the storage compartment. The cover includes a first cover portion, a second cover portion, two rods positioned between the first cover portion and the second cover portion, and two reversible sections disposed around the rods. The reversible sections are axially rotatable about the rods between a first position and a second position. When in the first position, the reversible sections present an armrest, and in the second position, the reversible sections present a storage tray.

Abstract: There is provided a vehicle seat including: a seatback; a seat cushion; an airflow generating device that generates a difference in pressure between a supporting surface side and a side opposite the supporting surface, and that generates an airflow; and a cushion layer that is provided at, of the seatback or the seat cushion, a side at which the airflow generating device is disposed, and that structures a portion of the supporting surface side, and that is structured to include a main air permeable portion that is set to a predetermined void ratio and through which a majority of the airflow generated by the airflow generating device passes, and an auxiliary air permeable portion, which is set to a void ratio that is lower than that of the main air permeable portion and whose air permeability is lower than that of the main air permeable portion.

Abstract: Provided is an armrest device that can be positioned in an appropriate position suitable for the build of the vehicle occupant. The armrest device (10) comprises an interior member (1) provided on an inboard side of a vehicle door, and an armrest main body (9) supported by the interior member so as to be moveable between an initial position and a projecting position more inboard and forward than the initial position.

Abstract: Provided is a simple and compact headrest support device. The headrest support device (20) comprises a support member (22) coupled to a frame (2) of a seatback (1), and a headrest pillar structure including a pillar base portion (25) extending laterally and supported by the support member so as to be rotatable around an axial line of the pillar base portion, and a pair of pillar main body portions (26) extending substantially vertically from the pillar base portion substantially in parallel to each other in a laterally spaced apart relationship and connected to a headrest (24), wherein the support member is coupled to the frame at at least one coupling portion (34) disposed between the two pillar main body portions in front view in a headrest upright condition where the headrest is positioned above the seatback.

Abstract: A headrest includes a reverse input blocking clutch and a displacement mechanism. The reverse input blocking clutch includes input and output shafts that respectively receive and output rotational torque, an outer ring and a side plate in which rotation is restricted, cylindrical rollers that control blocking of the rotational torque reversely input from the output shaft and transmission of the rotational torque from the input shaft through engagement and disengagement between the outer ring and output shaft, and a cage to retain the cylindrical rollers. The displacement mechanism has one end fixed to stays and another end fixed to a headrest main body positioned at a top of a seat back, and displaces the headrest main body through the rotational torque from the output shaft of the reverse input blocking clutch. The another end of displacement mechanism has the side plate of the reverse input blocking clutch mounted thereto.

Abstract: The invention relates to a headrest for a seat, in particular for a vehicle seat, comprising a head support (11) that can be supported on a vehicle seat by a mounting assembly (13), wherein the mounting assembly (13) comprises a linkage (18) comprising a first holding element (16) on the head support (11), and a second holding element (17) fixed to the seat part, that the first holding element (16) and the second holding element (17) are connected to one another by guides (19a, 19b, 20a, 20b) in such a way that at least one four-pivot linkage (27a, 27b) is formed that can shift the head support (13) relative to the vehicle seat between a front position moved forward toward the head of a seat occupant, and a rear position moved backward.

Abstract: A vehicle seat cushion material and a vehicle seat exhibiting excellent moldability and recyclability and providing favorable seating comfortability is described. A cushion material includes a small pad made of resin foam, a pad body integrally stacked on an upper side of the small pad to cover the small pad, made of resin foam, and formed larger than the small pad, and an impregnation layer formed in such a manner that the resin foam of one of the small pad or the pad body is impregnated with an expandable stock solution composition of the other one of the small pad or the pad body and formed at at least a portion of an area between the small pad and the pad body. The impregnation layer is formed on an upper surface and a side surface of the small pad, and the small pad is sterically covered with the impregnation layer.

Abstract: The invention relates to a device for the pneumatic adjustment of a seat in a means of transport, in particular in a motor vehicle, comprising one or more cushions (3) which can be filled with air and which are connected via one or more valves (1) to a compressed-air supply (2), and a control device for the actuation of the one or more valves (1) for the purposes of changing the filling state of the one or more cushions (3). The device according to the invention is characterized in that a respective valve (1) of at least some of the valves (1) comprises one or more actuation elements (4) composed of electroactive polymer, to which an electrical voltage can be applied. By application of the electrical voltage, a respective actuation element (4) is deformed, and in this way, one or more passage openings (6, 6?) via which an exchange of compressed air with at least one cushion (3) takes place is or are opened up or shut off.

Abstract: An armrest for a motor vehicle has a housing body and an arm support fitted pivotably on the housing body. A rotatably mounted bolt is provided on the arm support with a bolt tongue which, in a locking position, interacts with a striker plate on the housing body, as a result of which a pivoting of the arm support away from the housing body is blocked. A U-shaped support bracket is fitted on the arm support and has, upon application of a force for pivoting of the arm support away from the housing body in the locking position of the bolt, contact with the bolt tongue on the side which faces away from the arm support. A support force is thus exerted in the direction of the arm support on the bolt. The support bracket in the locking position of the bolt, engages around at least the bolt tongue.

Abstract: An item holder includes a receiving well with a sidewall and an upper opening. One or more air bladders are disposed within the receiving well and are operable between inflated and deflated conditions within the receiving well. The air bladders substantially fill the upper opening when the air bladders are in the inflated condition to provide a filled receiving well appearance. A sensor is configured to sense an item being received in or removed from the receiving well. The air bladders deflate from the inflated condition to the deflated condition as an item is received in the receiving well. The air bladders may include a filler material that is predisposed to an expanded condition which correlates to the air bladders being in the inflated condition to substantially fill the upper opening of the receiving well.