Abstract: The present invention relates to an air nozzle device (10) for a vehicle (1) comprising a housing (11) defining an interior volume and having an air inlet (12) at one side, an air discharge opening (14) at a second side and an air flow channel (18) through the housing (11) for transporting a flow of air between the air inlet and the air discharge opening, the device (10) further comprising a user-actuated manual mechanism (32), a moveable first linkage assembly (34), a moveable second linkage assembly (36), a shutoff mechanism (40) configured to regulate the air flow, a first air flow adjustment arrangement (22) and a second air flow adjustment arrangement (24), each being pivotably connected to said housing and configured to adjust the direction of the air flow, wherein said user-actuated manual mechanism (32) is configured to permit manual operation of the first air flow adjustment arrangement (22), the second air flow adjustment (24) and the shutoff mechanism (40) from the outside of the device.

Abstract: An exemplary contaminant reducing assembly includes, among other things, an aerodynamic wing positioned directly in front of a windshield relative to a direction of flow over the windshield. The aerodynamic wing is configured to influence the flow of air over the windshield. The aerodynamic wing, in some examples, can move back and forth between a retracted position and a deployed position to influence the flow. In some examples, the windshield is coated with a hydrophobic coating, which can further facilitate contaminant reduction. An exemplary contaminant reducing method includes, among other things, influence a flow of air over a windshield using an aerodynamic wing positioned directly in front of the windshield relative to a direction of the flow. The method, in some examples, can include moving the aerodynamic wing from a retracted position to a deployed position to influence the flow.

Abstract: A gate assembly for a motor vehicle having an open doorway includes an elongated gate having a pivoting end mounted to a first frame component at one side of the doorway and a latching end opposite the pivoting end, a latch striker pin mounted to a second frame component at the opposite side of the doorway, a latch cam at the latching end of the gate and having a latched position and an unlatched position, and an actuator having an engaged position in which the latch cam is in its unlatched position and a disengaged position in which the latch cam is in its latched position. The gate is pivotable from a stowed position adjacent to the one side of the doorway to a deployed position across the doorway in which the latch cam in its latched position engages the striker pin to secure the gate in its deployed position.

Abstract: The invention relates to a tarpaulin structure for a substructure, such as a lorry, trailer, semi-trailer, railway car, dump truck or container, comprising a covering frame and a tarpaulin consisting of weather-resistant material, wherein the covering frame has a plurality of struts (34) which each have on the end sides thereof a carriage (32) that is displaceable along a guide (20), wherein at least one bow (36) is pivotally connected at each pair of opposed carriages (32; 32?), said bow forming with a bow (36) of an adjacent carriage pair (32) a tarpaulin folding aid, the bows (36) of the tarpaulin folding aid being connected to each other. A tarpaulin structure that allows a reliable covering of a substructure while having a low intrinsic weight is achieved according to the invention in that the connected bows (36) comprise a pivot angle limiter (38) that allows only a limited pivoting of the bows (36).

Abstract: A tarp deploying apparatus for use on a trailer includes a fiberglass tarp roller. The fiberglass tarp roller is constructed from two fiberglass tubes. A splined joint is used to join the two tubes together. Each end of the tarp roller also includes a female socket with grooves to engage splines on a motor shaft that drives the tarp roller or to connect the roller tube to a universal joint. A pin or bolt may also be used at the splined joint to securely hold the tarp roller together without the need for a welding operation.

Abstract: A flexible tonneau cover assembly includes a pair of side rails positioned on side walls of a cargo box of a motor vehicle, two sliding elements slidably received in the side rails, spring blocks inserted within each side rail, and a spring located between the sliding element and the spring block in each side rail. The flexible tonneau cover assembly also includes a front rail including a first end having an opening for receiving a projection of the first sliding element, and a second end having a latch receivable by the latch receptacle of the second sliding element. A tonneau cover is attached to the front rail and extends to cover the cargo box of the vehicle, which is tensioned by the springs.

Abstract: A weatherstrip assembly for a vehicle. The assembly includes a body having a base and first and second legs which define a channel. The body includes an interior base surface, a first interior leg surface, and a second interior leg surface disposed within the channel. The assembly includes at least one sealing lip having an abutment surface and a wearstrip disposed along at least one of the interior base surface, the first and second interior leg surfaces, and the abutment surface and formed of a thermoplastic polyethylene material. The wearstrip has a plurality of alternating wear sections and gaps that define a series of alternating semi-rigid and flexible sections, respectively, with each wear section having first and second surfaces. The first surface of one of the wear sections and the second surface of an adjacent wear section face each other to define the gap.

Abstract: A vehicle wheel well covering for protecting a wheel well area of a vehicle. The vehicle wheel well covering includes a cover for covering a vehicle wheel well, a shovel assembly extending from the cover, a spine assembly supporting the cover, and a retention prong extending from the spine assembly. The shovel assembly is coupled to the spine assembly and includes a shoveling member and a handle coupled to the shoveling member.

Abstract: The present invention relates to a motor wheel for a vehicle and a vehicle comprising the motor wheel. The motor wheel comprises a wheel, an electric motor, a reduction gear transmitting rotation from the electric motor to the wheel, and a dampening structure connecting the wheel to a vehicle bearing member. The electric motor comprises an electric motor case. The reduction gear comprises a reduction gear case coupled to the electric motor case and rotatably mounted within the wheel hub. The electric motor case is connected to the bearing member of the vehicle and is displaceable relative to the bearing member. The invention improves dynamic properties to the vehicle, reduces vibrations transmitted to the vehicle body, and provides a more comfortable drive.

Abstract: The invention relates to a link element (1) for a motor vehicle, comprising a connecting rod (2) and a coupling element (3) for coupling the connecting rod (2) to a subassembly of the motor vehicle, wherein the coupling element (3) comprises a housing (5) with a passage (6) through which the connecting rod (2) extends into the housing (5); characterized by a stop plate (7) for supporting forces transferred to the coupling element (3) by the connecting rod (2).

Abstract: A hybrid powertrain apparatus comprising a first planetary gear device including at least three rotary elements, a first motor, an output axis, and a second motor connected to a first rotary element, a second rotary element, and a third rotary element of the first planetary gear device; a first brake and a second brake provided to vary rotation restricting states of the first rotary element and the third rotary element relative to a fixing member; an engine variably connected to the first rotary element; a clutch configured to variably connect the first rotary element and the engine to vary a mutual rotation restricting state between the first rotary element and the engine; and a speed multiplication gear or a speed reduction gear between the clutch and the engine and connecting the clutch and the engine.

Abstract: A power train for a hybrid electric vehicle includes only one motor and an engine, and further includes a structure capable of reducing a capacity of the motor. The power train may high-efficiently implement various driving modes such as a high-efficiency EV mode, an engine and motor parallel HEV mode, and an engine connecting mode using only the one motor and engine, in order to achieve a reduced manufacturing cost as compared to a conventional power train in which two motors are used.

Abstract: Described herein are various embodiments associated with a bracket for mounting a snorkel to one or more roof rack attachment points of a vehicle. In one embodiment, the bracket comprises a vehicle mounted portion and a snorkel mount portion. The vehicle mounted portion comprises one or more mounting holes. Additionally, values for one or more characteristics of the mounting holes are selected based, at least in part, on the one or more roof rack attachment points. The snorkel mount portion is coupled to the vehicle mounted portion. The snorkel mount portion comprises one or more snorkel attachment holes.

Abstract: A baffle clip shield for protecting a clip attaching a baffle to a fuel tank to protect the fuel tank from heat from an exhaust chamber located near the fuel tank is disclosed. The clip shield includes a spring foot extending from the rear side of the clip shield, the spring foot having a hook distal end that is pushed radially inward by the inclined wall as the clip shield is installed, the hook distal end of the spring foot being insertable into a hole in the inclined wall of the clip receiving portion, the hook distal end moving radially outward when installed in the hold, the hook distal end creating an interference fit with the inclined wall to prevent removal of the clip shield.

Abstract: The invention relates to a hydraulic transmission device for a vehicle, said device comprising a first pump and a second pump, a first hydraulic apparatus and a second hydraulic apparatus, a first supply circuit connecting the first pump to the first apparatus, and a second supply circuit connecting the second pump to the second apparatus and wherein a non-return valve between the supply circuits, the valve having a direction for passing from the first to the second supply circuit, a first return circuit connecting the first apparatus to said pumps, a second return circuit the second apparatus to the admissions to said pumps so that the return circuits are in permanent fluidic communication with each other through a junction.

Abstract: A system for ignition control and gear selection of a vehicle is described herein. The system comprises a removable device, a docking portion of the vehicle, and a control module of the vehicle. The removable device comprises identification circuitry; and a body housing the identification circuitry. The docking portion of the vehicle is configured to receive the removable device. The control module of the vehicle is configured to identify the removable device prior to ignition of the vehicle, the removable device identified based, at least in part, on the identification circuitry; cause ignition of the vehicle in response to detecting a first interaction with the removable device; and cause the vehicle to change from a first gear to a second gear in response to detecting a second interaction with the removable device.

Abstract: The present invention provides a human perception test system, which performs a human perception test. The human perception test program and presents on the display module a human perception test interface; the human perception test interface is configured to display a graphic box and an arbitrarily moving graphic; a user operates the control unit to control the graphic box, so that the graphic box and the graphic perform synchronous displacement; when the period of time of the synchronous displacement is equal to a preset time value, two moving speeds of the graphic box within the period of time of the synchronous displacement are acquired; and the micro control unit determines, according to an absolute value of a difference between the two moving speeds, whether the user succeeds in the human perception test.

Abstract: A method for an economical cruise control and an economical cruise control which demands from a vehicle engine system a reference speed vref, which may differ from a chosen set speed vset. Adjustment of at least the set speed vset is allowed when the reference speed vref differs from the set speed vset. The adjustment is based at least partly on input from a user of the economical cruise control. A user of the economical cruise control is thus provided with an increased feeling of control over the vehicle's speed.

Abstract: A head-up display apparatus stored in a storage space within an instrument panel of a vehicle for irradiating a display light into a projection area on an upper side of the instrument panel to form a virtual image, is provided. The apparatus includes a display for emitting the display light, a reflecting member supported swingably about a swing axis for reflecting the display light from the display toward the projection area, a drive mechanism arranged in the reflecting member for swinging the reflecting member, and a case storing the display, the reflecting member and the drive mechanism. The drive mechanism includes a drive part and a transmission part for transmitting a drive force of the drive part to the reflecting member. The drive mechanism is arranged at a position shifted from an optical path of the display light nearer the display than the reflecting member.

Abstract: An electronic meter cluster system for a vehicle. The system includes a display screen and a meter control module configured to control the display screen. For example, the meter control module is configured to control the display screen to display a meter for conveying information to a driver of the vehicle, the meter including numerals and a pointer needle. The meter control module arranges the needle relative to the numerals to convey information to the driver. Based on a change in the information being conveyed to the driver, the meter control module is configured to modify at least one of sharpness of the numerals, size of the numerals, one or more colors of the display, brightness of the needle, and length of the needle.

Abstract: A control apparatus for a vehicle includes a determination unit that determines whether or not a start condition is established, the start condition including a torque converter is in a non-lock-up state and the vehicle is starting; and a display control unit that causes a virtual number of rotations to be displayed on a tachometer instead of an actual number of rotations when it is determined by the determination unit that the start condition is established. The display control unit calculates an acting number of rotations by referring to the actual number of rotations and a number of rotations on a driving wheel side relative to the torque converter in an automatic transmission, and causes the acting number of rotations to be displayed on the tachometer as the virtual number of rotations.

Abstract: A vehicle power transmitting and receiving control device, applied to a vehicle including an on-vehicle power storage device that transmits and receives power to and from an external power supply device and a communication unit that performs bidirectional communication to transmit and receive the power, includes a determination unit that determines, when an abnormality occurs in the bidirectional communication performed before transmitting and receiving the power, whether or not to continue the bidirectional communication in accordance with a content of the abnormality.

Abstract: A method for controlling braking force in a regenerative brake cooperation control system can maximally use regenerative braking force of a rear wheel simultaneously while improving vehicular braking stability by preventing the rear wheel from being locked earlier than a front wheel. The method includes controlling braking forces of the front wheel and the rear wheel by considering a distribution of total vehicular braking force including a coasting regenerative braking force in the regenerative brake cooperation control system in an eco-friendly vehicle which can perform regenerative braking in the rear wheel or both the front wheel and the rear wheel.

Abstract: A battery charging control method for a vehicle may include: a failure determining step of determining, by a controller, whether a first voltage converter and a second voltage converter equipped in the vehicle are broken; a charging requiring determining step of determining, by the controller, whether an auxiliary battery needs to be charged when the first voltage converter and the second voltage converter are not broken; and a charging step of charging, by the controller, the auxiliary battery by connecting an input terminal of the auxiliary battery to an output terminal of the first voltage converter outputting a voltage higher than a voltage of an output terminal of the second voltage converter and operating an electric load by connecting an input terminal of the electric load of the vehicle to the output terminal of the second voltage converter, when the auxiliary battery needs to be charged.

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: A method operates a charging connection device for electric vehicles, the charging connection device including a housing inside which at least one temperature sensor constantly senses at least one temperature value. As an essential feature, the maximum permissible charging current is reduced to a specific value greater than zero if a first threshold temperature of a first temperature value is exceeded and the charging process is interrupted if the first threshold temperature has been continuously exceeded by the end of a first interval or when the at least one temperature value exceeds a second threshold temperature of the at least one temperature value. The proposed method of operating a charging connection device for electric vehicles provides for greater availability, better fault tolerance of the charging connection device while ensuring lower production costs.

Abstract: In at least one embodiment, an inductive charging coil assembly for a vehicle comprising a first base plate and a second base plate is disclosed. The first base plate includes at least one first coil for transmitting magnetic flux. The second base plate includes at least one second coil having a top side and a bottom side to receive the magnetic flux for charging a vehicle. The at least one second coil defines a window to position at least one ferrite on the top side and on the bottom side of the at least one second coil. The at least one ferrite is arranged to guide the magnetic flux from the bottom side of the at least one second side to the top side of the at least one second side and back to the bottom side of the at least one second side.

Abstract: A wireless vehicle charging system is provided herein. The charging system includes a charging station having a power source and a charging station interface operably coupled to a primary coil assembly. The primary coil assembly includes a primary coil therein for generating a magnetic field. An illumination system is disposed within the primary coil assembly and includes a passive illumination system and an active illumination system. A first photoluminescent structure is disposed within the passive illumination system and is configured to luminesce in response to excitation by an incident light. A second photoluminescent structure is disposed within the active illumination system and is configured to luminesce in response to excitation by a light source. A vehicle having a secondary coil assembly thereon is operably coupled with a rectifier and is configured to transmit electrical current from the secondary coil assembly to a battery.

Abstract: A system includes charging segments positioned throughout a transportation network, the charging segments charging rechargeable electric vehicles. Each charging segment includes a primary coil to charge a selected rechargeable electric vehicle; a power inverter to convert alternating electrical current from a power grid to direct electrical current to pass through the primary coil; a switch to activate and deactivate the ability of the primary coil to charge the selected rechargeable electric vehicle; a transceiver to transmit signals to and receive signals from the selected rechargeable electric vehicle in spatial proximity to the charging segment; and a controller to control the switch in response to signals received from the transceiver.

Abstract: A charging station (10) for charging a plug-in motor vehicle (24) at a charging post (12) has a power transformer (14) and rectifier modules (16). The power transformer (14) has terminal leads (18) that are DC-isolated on the secondary side. The terminal leads (18) are connected at least partially to the rectifier modules (16). The power transformer (14) and the rectifier modules (16) are configured so that the rectifier modules (16) emit a low DC voltage when the power transformer (14) is fed with a medium voltage.

Abstract: A smart vehicle charging device includes a charging unit, a communication unit communicating with the vehicle, a storage unit with pre-stored information, a display unit, and a processing unit. The processing unit obtains information as to instant vehicle condition, processes the information, and transmits the information of vehicle condition to the display unit. The processing unit further can compare the instant information with information as to vehicle condition which is pre-stored. The processing unit determines whether the instant vehicle condition matches with the pre-stored information. A system and a method for reminding as to vehicle condition are also provided.

Abstract: A method for automatically selecting a recharging mode of an electric vehicle includes: identifying a first recharging mode corresponding to a duty cycle of a received pulse width modulation signal, performing a first recharge process corresponding to the identified first recharging mode, identifying a second recharging mode according to the duty cycle of the received pulse width modulation signal when the first recharge process fails; and performing a second recharge process corresponding to the second recharging mode when the second recharging mode is identified.

Abstract: Methods, systems, and products charge a battery in a vehicle. A charging station and the vehicle negotiate charging parameters. When the vehicle receives electrical power from the charging station, the vehicle checks the electrical power for the parameters. Should the electrical power fail to exhibit the parameters, charging is terminated.

Abstract: Method, device and system for charging electric vehicles. Carrying out 28 on the vehicle side a charging process at a charging station, emitting 30 on the vehicle side an item of information about the charging process and receiving 24 on the vehicle side a current contract key after the emission on the vehicle side of the information about the charging process are proposed for identifying an electric vehicle to a billing center.

Abstract: The invention relates to a method for monitoring a battery (16) in a vehicle (10). The battery (16) comprises multiple battery cells (19) or multiple groups (20) of battery cells (19). The method has the following steps: a) detecting a time curve of an operating parameter of at least one individual battery cell (19) during a driving cycle, b) ascertaining charging processes and discharging processes in the detected time curve of the operating parameter, c) ascertaining a use parameter set which comprises functions that characterize the individual charging processes and discharging processes and the functional parameters thereof, the ascertained charging processes and discharging processes being reconstructed using said characterizing functions and functional parameters, and d) storing the ascertained use parameter set in a non-volatile storage unit (32).

Abstract: An electrified vehicle has a battery pack comprising series-connected battery units providing a main voltage. To supply a lower voltage bus equally from all battery units, a plurality of DC/DC converters are powered by respective units and have their outputs in parallel. A central module has an outer loop controller generating a target current to regulate the bus voltage to a predetermined voltage and has an allocator distributing the target current into a plurality of allocated current commands according to respective states of charge of the battery units. A plurality of local controllers each adjusts a current of a respective DC/DC converter. Each local controller receives a respective allocated current command as a respective feedforward control variable. Each local controller uses an error between the bus voltage and the predetermined voltage to be integrated as a respective feedback control variable only when the error is above a threshold.

Abstract: A circuit can include a CAN bus and multiple nodes. The multiple nodes can reboot at the same time so that a Time 0 is set at boot for each node. Each node can store an ID node and determine from its ID node one time slot of a plurality of periodic time slots starting from Time 0 in which to transmit on the CAN bus. Each node can transmit messages on the CAN bus in its determined time slot subsequent to Time 0.

Abstract: An underbody unit for a motor vehicle body has a floor body (12) connectable to the motor vehicle body for dissipating static and/or dynamic loads. Reinforcing ribs (14) protrude up from the floor body (12). The reinforcing ribs (14) together with the floor body (12) delimit receiving pockets (16) for receiving battery cell units (18) of a traction battery for driving the motor vehicle. First and second connections (34, 36) supply and remove a refrigerating agent for cooling the floor body (12). The battery cell units (18) are above the floor body (12) and can be inserted into the underbody unit (10). Thus, the underbody unit (10), the reinforcing ribs (14) and the connections (34, 36) for the refrigerating agent define a supporting plate that can support the heavy battery cell units (18), form armor plating for protection and a heat exchanger for active and/or passive cooling.

Abstract: An electric vehicle drive system includes first and second electric motors, first and second torque limiters and a torque splitter. The first and second torque limiters correspond to the first and second electric motors, respectively, and generate respective first and second maximum torques. The torque splitter receives a first input that includes at least a total torque request for the first and second electric motors and the first and second maximum torques and generates at least respective first and second torque requests for the first and second electric motors, wherein the torque splitter is configured to direct a torque request to the second motor only if the first maximum torque is less than a threshold. The torque splitter may generate a zero second torque request if a motor speed of the first electric motor exceeds a threshold.

Abstract: A vehicle seat occupancy detection system includes at least one capacitive sensor member having at least one sensing electrode, an impedance measurement circuit for determining a complex impedance or a complex admittance of the at least one sensing electrode, an evaluation unit for generating an output signal based on a determined complex admittance of the at least one sensing electrode and comparison of the determined complex admittance to at least one predetermined value, and at least one electrically conductive ground connecting member that is intentionally electrically connected to the reference electrode and that is arranged in close proximity to the at least one sensing electrode. The at least one ground connecting member and the at least one sensing electrode are galvanically separated such that, when the seat gets wet, the sensing electrode is directly electrically connected to the reference electrode by the at least one ground connecting member.

Abstract: An actuating unit for a vehicle seat, particularly for actuating a locking device of a seat rail of a motor vehicle seat, has an actuating element (4) articulated about a pin (6) to a main element (2). A spring element (10) is arranged on the pin (6) and biases the actuating element. The spring element and the pin are formed such that the spring element secures the pin in the assembled position thereof.

Abstract: A handle adjuster assembly for a seat track locking mechanism. The handle adjuster assembly includes a seat member and a lever pivotally attached to the seat member. The lever has a first end and a second end adapted to engage with the seat track locking mechanism. A handle is pivotally attached to the first end of the lever at a pivot such that the handle is free to rotate in a first rotational direction relative to the lever about the pivot, and wherein the handle is prevented from rotating in a second rotational direction opposite the first rotational direction about the pivot.

Abstract: A rear-seat assembly, comprising a backrest, a transverse pin for articulation of the backrest, and a pair of brackets fixed by welding to respective rear wheelhouses. Each bracket comprises a fixing plate and a central bracket body, which are constituted by two separate components of sheet metal having different thicknesses and fixed together by welding. The fixing plate has front and rear surfaces contacting an inner surface portion of the wheelhouse, and the central bracket body is substantially C-shaped with a central wall and two side walls, which are bent with respect to the central wall and have respective front edges welded to the fixing plate front surface. The central wall has an opening for insertion and blocking of one end of the transverse pin having an internal edge that is not bent, with a thickness equal to the thickness of the central bracket body.

Abstract: An automobile seat includes a right seat, a center seat, and a left seat. The center seat includes a center seat cushion and a center seat back having one end rotatably supported for reclining to the side of the center seat cushion and raising therefrom. A belt is attached to the center seat back, while being grasped by a hand of a passenger for reclining to the side of the center seat cushion to be brought into abutment on the skin of the seat cushion. The thus configured automobile seat reduces fricative sound generated by collision and friction between the center seat back and the center seat cushion owing to movement up and down of the automobile in the reclined state, resulting in alleviated discomfort given to the passenger.

Abstract: A seat suspension includes a seat support, a base, and a suspension assembly positioned between the seat support and the base. The suspension assembly includes a compressible cushion for containing a gas; and a chamber. The chamber includes a cylindrical hollow member, a front cap at one end of the cylindrical hollow member, an end cap at another end of the cylindrical hollow member, and a piston positioned within the cylindrical hollow member between the front cap and the end cap. The front cap includes an orifice. The orifice provides fluid communication between the cushion and the chamber. When a compressive force causes movement of the seat support portion towards the base, thereby compressing the cushion, the gas from the cushion flows through the orifice into the chamber and directly forces movement of the piston away from the front cap.

Abstract: A capacitive sensor configured for connection between a heating element and a heating current supply comprises a common mode choke (CMC) for AC-decoupling the heating element from the heating current supply. The CMC comprises first and second inductively coupled windings, the first winding for connection between a first terminal of the heating current supply and a first terminal of the heating element and the second winding for connection between a second terminal of the heating element and a second terminal of the heating current supply. The capacitive sensor further comprises a control and evaluation circuit for injecting an AC signal into the heating element via a measurement node, measuring a voltage on and/or a current across the measurement node, and to derive an impedance between the heating element and a counter electrode from the measurement. The CMC comprises a third winding inductively coupled with the first and second windings, the third winding being operatively coupled with the measurement node.

Abstract: Provided is a new back frame for a vehicle seat that takes into consideration a case where a large load acts on the back frame from a seat width direction. The back frame comprises a first side frame, a second side frame, a transmission rod, and a resin-made pressure-receiving spacer. The transmission rod extends in an extending direction from the first side frame toward the second side frame and comprises a leading end closest to the second side frame in the extending direction. The pressure-receiving spacer is coupled to the second side frame at a position facing the leading end. The transmission rod transmits a load acting on the first side frame to the leading end. The pressure-receiving spacer is configured to receive the load from the leading end.

Abstract: A passenger seat is provided. The passenger seat may have a structural part for accommodating a seat cushion, and having at least two connection elements serving for the connection with the vehicle structure and being arranged at a distance from each other, at least one of the connection elements is connected to the structural part by a fixed bearing. At least one of the connection elements is connected to the structural part by a floating bearing.

Abstract: A pair of brackets (25, 30) are provided on either side of a seat back frame (10), each bracket defining a support hole (27, 31) for rotatably supporting a support shaft (41) of an arm rest, and a guide slot (28, 32) for guiding a corresponding guide pin (42B, 42C) of the arm rest along an arcuate path centered around the corresponding support hole. The two guide slots are offset from each other, and the guide pins are offset from each other in a corresponding manner in side view so that the two brackets may be offset from each other. Thereby, the layout of the brackets for rotatably supporting the arm rest can be selected in an advantageous manner.

Abstract: Provided is an armrest structure for a vehicle seat, and more particularly, an armrest structure for a vehicle seat, which may be operated even though a button is pushed less than a button of a structure in the related art, such that a likelihood of the occurrence of abnormal noise may be reduced because of the reduction in stroke when the button is pushed, and a user may operate the armrest structure with a smaller effort.