Abstract: A vehicle control device is provided, which includes an engine, an engine control mechanism configured to control torque generated by the engine, a processor configured to execute a vehicle attitude controlling module to control attitude of a vehicle by controlling the engine control mechanism to reduce the torque so as to decelerate the vehicle, when a condition that the vehicle is traveling and a steering angle related value that is related to a steering angle of a steering device increases is satisfied, and a torque reduction amount setting module to set the reduction amount of the torque to be larger as a combustion frequency of the engine per unit time decreases. The vehicle attitude controlling module controls the engine control mechanism to reduce the torque based on the set reduction amount.

Abstract: A vehicle control device is provided, which includes a drive source configured to generate torque as driving force of a vehicle, a transmission torque control mechanism configured to control transmission torque to drive wheels according to the generated torque, and a processor configured to execute a vehicle attitude controlling module to perform a vehicle attitude control by controlling the transmission torque control mechanism to reduce the transmission torque so as to decelerate the vehicle when a starting condition that the vehicle is traveling and a steering angle related value increases is satisfied, and then, when a given terminating condition is satisfied, controlling the mechanism to resume the transmission torque back to the torque before being reduced. The transmission torque is controlled so as to cause a yaw rate that occurs in the vehicle while the vehicle attitude control is performed, to be lower than an upper limit yaw rate.

Abstract: A steer torque manager (STM) for an advanced driver assistance system (ADAS) of a road vehicle and a method therefor. A driver in the loop functionality determines when to hand over control to a driver. A wheel angle controller uses an ADAS wheel angle request to produce an overlay torque request to be added to a torque request from an electrical power assisted steering. The STM is arranged to receive an assistance torque related signal. When driver assistance is provided by the ADAS, the STM is arranged to feed forward and subtract from the overlay torque request a feed forward signal scaled to be a scaled version of the assistance torque related signal, using a scale factor in the range from 0 to 1 that assumes a lower value if a measure of driver activity indicates high driver activity and a higher value if the measure indicates low driver activity.

Abstract: An apparatus for compensating for low-temperature torque of an MDPS including a column torque sensor configured to detect a column torque; a vehicle speed sensor configured to detect a vehicle speed; a temperature sensor configured to measure a temperature of the vehicle; a steering angle sensor configured to detect a steering angle of a steering wheel; and a controller configured to calculate an assist torque, calculate a vehicle speed gain and a compensation gain for the temperature and an accumulated steering angle based on the vehicle speed, the temperature and the steering angle, calculate a final compensation gain by applying a compensation gain attenuation rate, calculate a final assist torque by applying the final compensation gain to the assist torque, and output the final assist torque.

Abstract: A method for compensating for a delay in a feedback branch of a servo drive, wherein the servo drive is provided for power-steering a vehicle, includes determining the delay. The method further includes arithmetically compensating for the delay by measuring the spatial expansions of a corresponding metal conductor of the servo drive and the feedback branch. The delay takes place due to formation of eddy currents.

Abstract: An apparatus and method are described for situation dependent wheel angle (?w) control by a HAD or ADA system of a road vehicle, the HAD or ADA system configured to receive internal state data as well as ambient information or map data, and generates a penalty measure based thereupon. A lateral controller receives a desired path and outputs a wheel angle request (?w,r). A PSCM includes a wheel angle controller configured to receive the wheel angle request (?w,r), wheel angle (?w) and wheel angle rate ({dot over (?)}w) data, and output an overlay torque request to a motor controller of a steering system. The lateral controller calculates gain parameters (I?w, I{dot over (?)}w) based on the penalty measure and outputs these to the wheel angle controller. The wheel angle controller receives and uses the gain parameters (I?w, I{dot over (?)}w) in control loops thereof to adjust the bandwidth of the wheel angle controller.

Abstract: A system for correcting a steering offset generated by an active steering system of a vehicle includes a vehicle comprising a pair of steered road wheels. The system also includes a controller configured to direct a change to an angle of the steered road wheels when a determined steering state of the vehicle is a steering slowly state.

Abstract: A torque sensor for sensing the torque applied to a first shaft has a multipolar magnet rotated therewith and is connected to a second shaft via a torsion bar. The torque sensor includes a pair of magnetic yokes adapted to be disposed in a magnetic field of the multipolar magnet and adapted to be rotated together with the second shaft. A magnetic detection element has a detection surface and is capable of detecting a magnetic flux in a direction parallel to the detection surface.

Abstract: A knuckle apparatus for a vehicle suspension system, may include a bearing device having an assembly end portion protruding and extending from a center thereof; and a knuckle device having a plurality of brackets connected to a suspension system component, the brackets being coupled through the assembly end portion.

Abstract: A steering compensation apparatus includes a road camber determiner to determine a first road camber at a road position in front of a vehicle using wheel trajectory data and height data of the road position, a road camber logic circuit to select, via a torque mapper mapping a plurality of road cambers to a plurality of first compensating torques, a first compensating torque corresponding to the first road camber and a steering controller to drive a motor to deliver the selected first compensating torque to a steering rack at the road position responsive to the first road camber.

Abstract: A steer torque manager for an advanced driver assistance system of a road vehicle and a method therefor. The steer torque manager includes a driver in the loop functionality for determining when to hand over control to a driver, and a wheel angle controller for providing, from an advanced driver assistance system wheel angle request, an overlay torque request to be added to a torque request from an electrical power assisted steering. The steer torque manager is configured to receive an assistance torque related signal and arranged to scale, in a scaling functionality the bandwidth of the wheel angle controller based on a measure of driver activity, such that the bandwidth is reduced if the measure of driver activity indicates high driver activity and increased if the measure of driver activity indicates low driver activity.

Abstract: The invention relates to a method for at least semi-autonomously manoeuvring a motor vehicle (1), in which a sensor (4) is used to determine a position value describing a current relative position between an object (8) in an area (7) surrounding the motor vehicle (1) and the motor vehicle (1), a driving trajectory (13) is determined, the motor vehicle (1) is manoeuvred along the determined driving trajectory (13), the position value is continuously updated during manoeuvring of the motor vehicle (1) on the basis of odometry, and contact between at least one wheel of the motor vehicle (1) and the object (8) is detected, wherein the position value is corrected if the contact between the at least one wheel and the object (8) is detected and the position value describes a relative position which differs from the contact between the at least one wheel and the object (8).

Abstract: A method for carrying out an automatic drive of a vehicle along a provided trajectory which provides at least one stored trajectory for a current position of the vehicle, selects one of the provided trajectories, and carries out an automatic drive of the vehicle. A control of the vehicle provides signals for a transverse control and a longitudinal control to control the vehicle along the selected trajectory based on detected surroundings data. At least one piece of additional information is detected or received, and the selection process is additionally carried out based on the at least one piece of additional information. Also disclosed is a corresponding device.

Abstract: A rear subframe structure is provided with a rear subframe configured such that a front cross member, a rear cross member, a pair of left and right upper side members, and a pair of left and right lower side members are connected; and a vehicle-body mounting portion formed. The rear subframe further includes a lower-arm support portion. The front cross member has a closed section, and a front portion of the closed section extends downwardly by forward and downward inclination of a left lateral portion and a right lateral portion of the front cross member. The lower-arm support portion is formed on a lower rear portion of the left lateral portion and the right lateral portion of the front cross member. The upper side member is connected to an upper rear portion of the left lateral portion and the right lateral portion of the front cross member.

Abstract: A vehicle front structure includes side rails, rail tips, and a tension member. The side rails extend longitudinally in a front portion of the vehicle on left and right sides of a central longitudinal axis of the vehicle. The rail tips have a plurality of flat walls that define a hollow polygonal body disposed about a tip axis. The rail tips have proximal and distal ends. The proximal end is fixedly coupled to a forward terminal end of the side rail inboard of an outer quarter of a total vehicle width. The rail tip extends outboard and forward such that the distal end is disposed within the outer quarter. The flat walls have a forward wall thickness that is less than a rearward wall thickness. The tension member is fixedly coupled to the distal ends and spans laterally therebetween.

Abstract: A body-mounted tire blocker assembly can absorb and/or manage energy when a vehicle body assembly is subjected to an external force. This vehicle body assembly may include a vehicle body defining a passenger compartment. The vehicle body further includes a rocker panel defining a first panel end and a second panel end opposite the first panel end. The tire blocker assembly is coupled to the rocker panel and includes a first blocker body and a second blocker body coupled to the first blocker body. The first blocker body is farther from the first panel end than the second blocker body in order to guide a wheel away from the passenger compartment when an external force is applied to the vehicle body.

Abstract: Provided is a vehicle front structure including: a tubular front pillar; a front pillar reinforcing member mounted inside the front pillar; a dashboard cross-member that is mounted on a dashboard panel disposed on the front side of the front pillar in a vehicle front-rear direction and extends in a vehicle width direction; an inner panel reinforcing member that is disposed on the rear side of the front pillar in the vehicle front-rear direction and extends in the vehicle width direction; and a front pillar inner gusset to which an end of the dashboard cross-member in the vehicle width direction and an end of the inner panel reinforcing member in the vehicle width direction are connected, wherein the front pillar inner gusset is fastened to the front pillar reinforcing member.

Abstract: In the front part of the front sub-frame (5), provided are a sub-crash can attachment part (12) and a tension rod supporting part (14); a front vehicle body attachment part (13) is provided between the two parts; the sus-cross member (73) is provided in the front vehicle body attachment part (13) and the tension rod supporting part (14); the front-side vehicle body attaching portion (13) includes a sub crash can load transmitting member (30); and the upper face portion (21) of the front vehicle body attachment part (13) and the partition wall (33) of the sub-crash can load transferring member (30) are spaced apart in the vertical direction and extend in the longitudinal direction of the vehicle.

Abstract: A vehicle structure including a first rocker, a second rocker, and a reinforcement. The first rocker is spaced from the second rocker. The reinforcement has a forward beam and a rearward beam spaced from each other. The reinforcement includes a first side member and a second side member each extending from the forward beam to the rearward beam. The first side member abuts the first rocker, and the second side member abuts the second rocker.

Abstract: Integrated bumpers are presented including: a suspension assembly including, a suspension plate coupled with a robotic device chassis along a top surface of the robotic device chassis, a number of radially disposed springs positioned along a portion of a perimeter of the suspension plate and coupled with the suspension plate, and a number of cutouts positioned along the perimeter of the suspension plate; and a cover coupled with the suspension assembly, the cover including, a number of spring anchors coupled with the number of springs, which in some embodiments may be radially disposed, and a number of tabs aligned with the number of cutouts to limit movement of the suspension plate. In some embodiments, integrated bumpers further include: two impact sensors positioned along a second portion of the perimeter, the two impact sensors detecting movement between the suspension assembly and the cover.

Abstract: A rear body structure is provided that forms a design face of a rear pillar nicely and gives sufficient rigidity to the rear pillar. The rear body structure has a rear pillar at a rear of a vehicle body. The rear pillar includes an outer rear pillar that is arranged on an outside in a lateral direction to form an exterior face of the rear pillar, and an inner rear pillar that is arranged inside in the lateral direction of the outer rear pillar. The inner rear pillar has a protrusion that protrudes toward the outer rear pillar. The protrusion is formed continuously in a vertical direction of the rear pillar.

Abstract: A fastening structure for vehicles includes a mounting member, a mounting target member, a spacer member, a bolt member, and a nut member. The mounting member includes a first member and a second member. The first member includes a first mounting portion and a first insertion hole. The second member includes a second mounting portion and a second insertion hole. The first mounting portion overlaps the second mounting portion. The mounting target member includes a bolt insertion hole. The spacer member is attached to the first mounting portion and is arranged between the first mounting portion and the mounting target member. The nut member is attached to the second mounting portion. The bolt member is inserted through the first insertion hole, the second insertion hole, and the bolt insertion hole, and is screw-engaged with the nut member, thereby fixing the mounting member to the mounting target member.

Abstract: A gate lift (22) for pivotally raising and lowering a pivoting opening (12). The gate lift is for pivotally raising and lowering a gate and comprises a linear drive able to extend and retract linearly and having a pulley line connectable to the gate at a position spaced from the axis of the pivot of the gate and extending from the linear drive.

Abstract: A motor vehicle tail gate panel has one side facing the inside of the motor vehicle and one side facing the outside of the motor vehicle and including a box having an adhesion area on the side facing the outside of the motor vehicle for adhering a glass to the surface of the box. The box extends beyond the adhesion area on the side opposite this area so as to form at least one section that is visible from the outside of the motor vehicle, and the section has a shape that enhances the aerodynamics of the motor vehicle. As a result, additional spoilers may not be needed, which improves productivity and reduces production costs. Example embodiments also relate to a motor vehicle that includes the tail gate panel.

Abstract: An active aerodynamic underbody shield system includes an underbody shield with a vent, a panel displaceable between a vent closing position and a vent opening position, an actuator to displace the panel and a controller for the actuator. The controller is configured to open the vent during vehicle braking to reduce downforce and therefore provide better lift balance adjustment for the motor vehicle. A method of reducing downforce and providing better lift balance adjustment during vehicle braking is also provided.

Abstract: A portable towing system for a motorcycle or similar vehicle, such as a trike, the frame of which can be lowered to ground level to facilitate loading of the motorcycle or similar vehicle by pushing or riding the vehicle onto the frame without risk of the vehicle falling off the sides of a steeply inclined ramp. The towing system may be assembled, raised, lowered, and disassembled by a single person, if desired. The raising and lowering of the frame is effected by a lifting and lowering mechanism connected with the wheel assemblies.

Abstract: In an elastic crawler (10) and an elastic crawler drive mechanism (100), at least a portion of the outer edge of an engaging portion (12) has a cross-sectional arc shape such that both the trajectory drawn by the outer edge of the engaging portion (12) from when the engaging portion (12) starts to enter a tooth groove of a sprocket (20) until engagement between the engaging portion (12) and teeth (22) is complete and the trajectory drawn by the outer edge of the engaging portion (12) from when the engaging portion (12) starts to disengage from the teeth (22) until disengagement is complete do not project further outward than the outer edge of the engaging portion (12) when the engagement is complete.

Abstract: A novel smart track system having embedded sensors and method of using the same is disclosed. The smart track system comprises a track system having a traction band. The traction band having sensors embedded therein. The embedded sensors are preferably autonomously powered sensor is embedded within the track, wherein the autonomously powered sensor is configured to sense one of the following parameter of the track: temperature, acceleration, angular moment, displacement, magnetic field or geolocation.

Abstract: A track system for traction of an off-road vehicle, such as an all-terrain vehicle (ATV) or a snowmobile. The track system may have various features to enhance its traction and/or other aspects of its performance, including, for example, an improved capability to compact, contain and/or otherwise manage snow or other ground matter (e.g., soil, mud, sand, etc.) on which the off-road vehicle travels.

Abstract: A bi-fold trailer system includes a trailer-chassis, at least two wheel assemblies rotatably coupled to said trailer-chassis, and a plurality of casters coupled to the trailer-chassis. The trailer-chassis includes a frame, an extension, and a yoke. The yoke is removably coupleable to the extension of the trailer-chassis. The bi-fold trailer system is removably coupleable to a vehicle. The frame of the trailer-chassis includes a left-side-frame and a right-side-frame, with the left-side-frame and the right-side-frame hingedly coupled such that the left-side-frame and the right-side-frame are rotatable outward from each other into an open position when removed from the vehicle.

Abstract: The present invention relates to a checking fixture comprising: a bottom support frame; a metallic support sheet mechanically fixated to the bottom support frame, the metallic support sheet comprising a plurality of through holes arranged in a predetermined layout; a plurality of holder members for holding vehicle component holders or vehicle component measurement devices, the holder members being attached to the metallic support sheet in the through holes and being adapted to extend away from an upper surface of the metallic support sheet; at least one metallic sheet reinforcement structure arranged orthogonally separated from the metallic support sheet, the metallic sheet reinforcement structure being adapted to fixate the relative position of at least two of the holders members. The metallic support sheet and the metallic reinforcement sheet structure are made from laser cut sheet material.

Abstract: The present disclosure provides a system for adjusting an active roof panel position including: an auxiliary frame disposed below a main frame at a predetermined distance; an adsorption unit provided in the auxiliary frame, wherein an adsorption cup configured to adsorb a roof panel is provided in in a lower portion of each adsorption unit; a guide bar, wherein one end of the guide bar is fixed to the auxiliary frame and the other end of the guide bar penetrates the main frame; and a brake member provided in the main frame, where the guide bar penetrates the brake member, and the brake member limits movement of the guide bar with reference to the main frame.

Abstract: A headliner assembly apparatus includes an input delivery device attempting to deliver an input related to a predetermined headliner to a controller that is in communication with the input delivery device. An indexing assembly is in communication with the controller, wherein the indexing assembly positions at least one headliner detail in an installation position in response to the input related to the predetermined headliner. A headliner support is adapted to position the predetermined headliner, wherein the predetermined headliner is placed on the indexing assembly, and wherein the headliner is placed to engage the at least one headliner detail in the installation position. A detail installing assembly couples the at least one headliner detail in the installation position to the predetermined headliner.

Abstract: A conveying apparatus for conveying transporting structures with at least one conveying element, in particular transportation skids with a conveying runner in the automotive industry. A conveying route has at least one route unit with at least one longitudinal profile, which defines a transporting direction. A drive system for the transporting structures has at least one drive device which is arranged on the at least one longitudinal profile and has at least one drive wheel which can be rotated about an axis of rotation and can be pressed, in the form of a friction wheel, against the conveying element. A bearing structure which bears the drive wheel, is mounted such that it can be pivoted about a pivot axis, and therefore the drive wheel can be moved relative to the longitudinal profile. The pivot axis of the bearing structure runs at an angle to the axis of rotation of the drive wheel.

Abstract: Provided is a front structure of a saddled vehicle having a meter unit of a less thickness and rendering meter-side and wiring-side couplers hardly visible from the outside. The front structure includes a stem shaft rotatably mounted through a head pipe disposed in a front portion of a vehicle body frame and steerably supporting a front wheel, a top bridge coupling the stem shaft with a handle, a meter unit disposed in front of the top bridge and including a meter display on a top face of the meter unit, a meter-side coupler disposed on the meter unit, and a wiring-side coupler disposed on a side of wiring connected to the meter-side coupler, wherein the meter unit includes a coupler support member extending behind the meter display and supporting the meter-side coupler, and the coupler support member is disposed below the top bridge.

Abstract: A bicycle suspension tube comprises a tubular body, a wheel attachment part, and a caliper attachment part. The wheel attachment part is provided on the tubular body. The wheel attachment part includes an attachment hole having a rotational center axis. The caliper attachment part is provided on the tubular body. The caliper attachment part includes a first through hole having a first longitudinal axis non-parallel to the rotational center axis.

Abstract: An enclosed electric tricycle is disclosed for use in an urban commuting environment. Aspects of the enclosed electric tricycle keep it balanced, protect the rider from the environment, and allow the rider higher visibility to see and be seen by adjacent car drivers. An electric assist feature provides the rider supplemental power during a commute, which may be especially helpful in hilly areas or longer distance commutes.

Abstract: A motor vehicle forecarriage comprises a forecarriage frame, a pair of front wheels kinematically connected to the forecarriage frame by means of an articulated quadrilateral, said articulated quadrilateral comprising a pair of cross members, hinged to the forecarriage frame in correspondence of middle hinges, said cross members being connected together, in correspondence of opposite transverse ends, by means of uprights pivoted to said transverse ends in correspondence of side hinges, the cross members and the uprights defining said articulated quadrilateral. Each of the uprights guides and supports a stub axle of a front wheel, each upright extending from an upper end to a lower end, wherein the left and right uprights rotatably support the left and right front wheels, respectively, around respective steering axes parallel to each other.

Abstract: A vehicle with two front wheels includes an EPS that makes it difficult for a rider to feel a sensation of physical disorder while realizing a vertical angle suppression function. The EPS is configured to apply an assisting force to a steering effort transmission mechanism. The vehicle further includes an EPL configured to apply a turning effort to a cross member of a link mechanism to turn the cross member relative to a vehicle body frame, and a control unit configured to control the EPS and the EPL. The control unit determines an EPS command value that determines a magnitude of output torque of the EPS and an EPL command value that determines a magnitude of output torque of the EPL according to a physical quantity including at least a vehicle speed and a vertical angle, and controls a ratio of the EPL command value to the EPS command value.

Abstract: A leaning vehicle includes a linkage mechanism including arms rotatably supported on a body frame, a left-right tilt angle control mechanism configured to control a tilt angle of the body frame by adjusting a rotation of the arms with respect to the body frame, and a control section. The control section controls the left-right tilt angle control mechanism to cause the tilt angle of the body frame to approach a target value based on information on at least a vehicle speed. The control section updates the target value in accordance with an input to the leaning vehicle from a rider concerning a tilt of the body frame, and controls the left-right tilt angle control mechanism to cause the tilt angle of the body frame to approach the updated target value in a period in which the vehicle speed is in at least a part of a low-speed traveling range.

Abstract: A leaning vehicle includes: a body frame; a right wheel and a left wheel; a linkage mechanism including arms rotatably supported on the body frame; a left-right tilt angle control mechanism configured to control a tilt angle of the body frame in a left direction or in the right direction by adjusting a rotation of the arms with respect to the body frame; and a control section. The control section controls the left-right tilt angle control mechanism to change the tilt angle of the body frame in the left direction or in the right direction in accordance with an input to the leaning vehicle from a rider while the leaning vehicle is stopped.

Abstract: A self-balancing powered unicycle is disclosed. The unicycle comprises: a single wheel; a motor adapted to drive the wheel; a balance control system adapted to maintain fore-aft balance of the unicycle device; a foot platform for supporting a user of the unicycle device, wherein the foot platform is movable between a stowed position and an active position; and an actuator coupled to the foot platform and adapted to move the foot platform between the stowed position and active position. The actuator comprises: a guide member; and a connecting element connected to the foot platform and slidably coupled to the guide member at a coupling position such that the coupling position moves relative to the guide member as the foot platform is moved between the stowed position and active position.

Abstract: The present invention relates to a dynamically balancing vehicle, comprising—a chassis which has a lower frame and an upper frame which is fixedly connected to said lower frame and which is arranged above the lower frame in relation to a vehicle vertical axis,—a vehicle seat which is borne by the upper frame,—two wheels for supporting the lower frame on an underlying surface which wheels are mounted on the lower frame so as to be rotatable about a common wheel axis of rotation which runs parallel to a vehicle transverse axis,—a drive device for dynamically balancing the vehicle and for driving, braking and steering the vehicle,—a steering device which has a steering rod which, by way of a handlebar mount, is mounted on the lower frame so as to be pivotable about a steering axis running parallel to a vehicle longitudinal axis.

Abstract: In the vehicle structure for mounting an air-cooled internal combustion engine, a crankcase is supported by a body frame in such a manner that crankcase hanger bosses on the crankcase are joined to the body frame via crankcase hanger plates. A cylinder head has left and right cylinder head hanger seating surfaces formed perpendicular to a left-right horizontal direction by cutting out right and left symmetric areas close to side edges of left and right side faces of the cylinder head along with parts of cooling fins. One ends of left and right cylinder head hanger members are fastened respectively to cylinder head hanger attaching seats on which the left and right cylinder head hanger seating surfaces of the cylinder head are formed. The other ends of the left and right cylinder head hanger members are fastened individually to the body frame. The structure is capable of using an engine body itself to improve stiffness of a body frame without use of any particular reinforcing members.

Abstract: Provided is a horse-riding bicycle in which a horse-riding effect is obtained by performing both normal driving and horse-riding driving (swinging driving), a user is allowed to simply switch a driving mode between a normal driving mode and a horse-riding driving mode, and a horse-riding driving structure is improved to have a simple structure so that a reduction in costs is achieved and, further, a switching operation between the normal driving mode and the horse-riding driving mode is smoothly performed.

Abstract: A tricycle is provided having a front frame assembly, a rear frame assembly pivotally connected to the front frame assembly, and a release assembly connected to both the front frame assembly and the rear frame assembly to secure the rear frame assembly to the front frame assembly in a use position and alternately in a storage position. The release assembly is moveable to allow for transitioning the rear frame assembly to the storage position from the use position. A foot rest is connected to the tricycle and is also moveable between a use position and a storage position. The tricycle also has a restraint hoop and a canopy, and quick release mechanisms to removably secure the restraint hoop and the canopy to the tricycle.

Abstract: A bottom bracket device includes a bottom bracket shell, and a first down tube and a first seat tube both connected to and extending from the bottom bracket shell. The first seat tube defines therein a receiving space with a rear access opening. A rear fork assembly has a front end portion inserted from the opening to be concealed in the space and pivotably connected to the first seat tube. A bicycle frame includes the above-mentioned bottom bracket device, a front frame body, a rear frame body and a shock absorber.

Abstract: Disclosed herein is a two-wheel vehicle suspension linkage. The suspension linkage includes a suspended body-1, a seatstay body-2, a link body-3, a chainstay body-4, a link body-5, and a link body-6 operatively coupled with one another. The link body-3 includes jointed connections with the suspended body-1 defining an IVC[1][3], the chainstay body-4 defining an IVC[3][4], and the link body-6 defining an IVC[3][6]. The chainstay body-4 includes an additional jointed connection with the seatstay body-2 defining an IVC[2][4]. The link body-5 includes additional jointed connections with suspended body-1 defining an IVC[1][5], seatstay body-2 defining an IVC[2][5], and the link body-6 defining an IVC[5][6]. A lower base line is defined by IVC[1][3] and IVC[3][4]. An upper base line is defined by IVC[1][5] and IVC[2][5]. The IVC[5][6] is located outside the upper and lower base lines.

Abstract: A bicycle disc brake caliper comprises a caliper body. The caliper body includes a slot in which a brake pad is arranged. The caliper body includes a first body portion, a second body portion, a mounting surface, a first receiving hole, a cylinder bore, and a second cylinder bore. The second body portion is coupled to the first body portion so as to provide a slot therebetween. The mounting surface is configured to face a pipe portion of a bicycle body in a mounted state where the bicycle disc brake caliper is mounted to the bicycle body. The first receiving hole is provided on the mounting surface. The first receiving hole is configured to be threadedly engaged with a fastener to mount the bicycle disc brake caliper to the bicycle body. The first cylinder bore is provided on the first body portion. The second cylinder bore is provided on the first body portion.

Abstract: The disclosure relates to improved friction drive systems, control algorithms for friction drive systems, and automatic traction control for friction drive systems. Embodiments of friction drive systems and methods may improve control over an amount of normal force between a contact surface on a friction drive (e.g., disposed on a drive motor) and a tire or wheel of a wheeled vehicle. Embodiments of friction drive systems and methods may dynamically adjust the normal force between the contact surface and the tire or wheel in response to rapidly changing conditions, such as weather, road surface, and/or tire inflation. Embodiments of an automatic traction control system may adjust the normal force to avoid slippage while minimizing tire wear and maximizing battery efficiency. Embodiments of friction drive systems and methods may allow a user to calibrate or adjust the amount of normal force delivered based on their preferences or based on a selected mode of operation.