Abstract: The invention relates to a method, system, vehicle, and computer program product for gear shifting in a hybrid powertrain, that comprises an internal combustion engine; an electric machine; a gearbox; and an energy storage unit connected to the electric machine, and at least one control unit arranged in communication with the internal combustion engine, the electric machine, the gearbox and the energy storage unit. The method comprises the steps of: determining an energy level in the energy storage unit; determining an acceleration ability with a subsequent gear; determining a target engine speed for the internal combustion engine based on the energy level in the energy storage unit and the acceleration ability; and controlling the gear shifting based on the target engine speed.

Abstract: A drive train includes a shaft, a first gear set including a sun gear, a ring gear and planetary gears coupling the sun gear to the ring gear, a second gear set including a sun gear, a ring gear and planetary gears coupling the sun gear to the ring gear, a first motor/generator coupled to the first gear set, a second motor/generator coupled to the second gear set, a first clutch that selectively engages the shaft with the second motor/generator and the first gear set, and a second clutch and a third gear set that cooperate to selectively engage the ring gear of the second gear set with the planetary gear carrier of at least one of the first gear set and the second gear set. The planetary gears of both sets are rotatably supported by respective planetary gear carriers.

Abstract: A vehicle includes a grille assembly, a radiator, and a bumper reinforcement beam. In addition, the vehicle includes an air deflector assembly that further includes an air deflector body portion that extends away from the radiator in the vehicle longitudinal direction over the bumper reinforcement beam and toward the grille assembly. The air deflector body portion includes an upper wall portion and an intermediate wall portion. The intermediate wall portion intersects the upper wall portion at an angle. The air deflector body portion includes a lower wall portion that is offset from the upper wall portion in the vehicle lateral direction by the upper wall portion. The intermediate wall portion intersects the lower wall portion at an angle so to facilitate collapsing of the air deflector body portion upon a vertical impact by a leg impactor during a pedestrian leg impact test.

Abstract: An axle disconnect apparatus having a cam cylinder with a ramp disposed therein. A first clutch element disposed at least partially inside the cam cylinder. The first clutch element includes a first inner diameter and a second inner diameter, where the second inner diameter is greater than the first inner diameter, and the second inner diameter includes a splined portion. A first biasing member and a second biasing member are disposed about the first clutch element, and a portion of the cam cylinder is engaged between the first biasing member and the second biasing member. An intermediate shaft is disposed within the first clutch element, and is in constant splined engagement with the first clutch element. A second clutch element is coupled with a half shaft disposed coaxially with the intermediate shaft. The second clutch element includes splines which are in selective engagement with splines of the first clutch element.

Abstract: Axle assembly includes first and second axle housings extending toward opposing sides of a vehicle frame with the axle housings aligned to define an axle axis, first and second wheel ends, first and second drive shafts disposed within the first and second axle housings, a gearbox having a first surface facing one side of the vehicle frame and a second surface facing the other side of the vehicle frame with the gearbox cantilevered outwardly relative to the aligned axle housings to define a gearbox axis parallel to a longitudinal axis of the vehicle frame and transverse to the axle axis, and an electric motor coupled to the second surface of the gearbox and extending toward the first side of the vehicle frame to define a motor axis that is parallel to and offset from the axle axis, transverse to the gearbox axis, and transverse to the longitudinal axis.

Abstract: A four-wheel drive vehicle includes a dog clutch that selectively interrupts transmission of a drive force to a propeller shaft, first and second multi-plate clutches that selectively interrupt transmission of the drive force from the propeller shaft to left and right rear wheels, first and second pistons that press the first and second multi-plate clutches, and a hydraulic circuit that supplies hydraulic oil to first and second cylinder chambers. During a transition to a four-wheel drive mode, torque transmitted through the first multi-plate clutch increases the speed of rotation of the propeller shaft so as to engage the dog clutch, and the second multi-plate clutch is kept from transmitting torque to the propeller shaft.

Abstract: A vehicle kill switch comprising: a foot actuatable floor mounted switch; a vehicle stopping means in signal communication with the foot actuatable floor mounted switch.

Abstract: Examples of the disclosure are directed to infotainment playback control. The system can be capable of returning to a previous time in audio/video in response to one or more user inputs, one or more changes in vehicle conditions, or both. In some examples, once the user has heard or seen one or more segments beginning at the previous time, the infotainment system can return to the stop time. Returning to the stop time can be immediate, gradual, or at a fixed speed. In some examples, returning to the stop time can be automatic. In some examples, returning to the stop time can be responsive to one or more user inputs. In some examples, once the user has heard or seen one or more segments of the previous time, the infotainment system can fast-forward to a “live” time.

Abstract: A vehicle control system includes a first display unit configured to display information on a driving support in a vehicle interior, a second display unit configured to display the information on the driving support by projecting an image on a front windshield of a vehicle at a position different from a position of the first display unit, and a display control unit configured to cause the first display unit to display first information on the driving support and cause the second display unit to display second information on the driving support that is simpler than the first information.

Abstract: A vehicle display assembly may comprise a transparent element defining a viewing surface, a display element disposed behind the transparent element, and a printed circuit board in electrical communication with the display element. The display element is configured to generate an image visible through the transparent element. The vehicle display assembly may be in communication with at least one of a vehicle sensor and a vehicle computer. The images appearing in the display element may change orientation based on the presence or absence of a vehicle occupant.

Abstract: The present invention discloses a distributed high-frequency AC electrical system for the electric vehicle. The system divides all loads of the electric vehicle into four load areas according to their spatial positions. Four high-frequency inverters and four DC input interfaces are contained in the system, with each of the four load areas being configured with one of the four high-frequency inverters, and each of the four high-frequency inverters being configured with one of the four DC input interfaces. One end of each DC input interface is connected to the DC side of the corresponding high-frequency inverter, and the other end is connected to the storage battery of the electric vehicle. Each high-frequency inverter outputs a high-frequency AC bus to supply power for the loads in the corresponding load area, and the four high-frequency inverters are in a parallel operation state through a high-frequency connection point that connects the four high-frequency AC buses.

Abstract: An inverter ECU is applied to a hybrid vehicle having an engine and a motor generator as drive power source and a motor generator control system. A drive control part generates drive signals for an inverter based on torque request to the motor generator. A temperature information acquiring part acquires an element temperature value and a cooling water temperature value as an inverter temperature value. An abnormality detection part detects whether the inverter temperature value is within a diagnosable temperature range, and performs abnormality detection for the motor generator control system when the inverter temperature value is within the diagnosable temperature range. When the inverter temperature value is not placed within the diagnosable temperature range, the energy supplied to the inverter is adjusted to move the inverter temperature value into the diagnosis allowable temperature range to correctly perform the abnormality detection.

Abstract: A method is provided for controlling a vehicle safety system in a vehicle provided with a current collector arranged to transmit electric power from a current conductor in the surface of a road. The current collector is controllable for vertical and transverse displacement relative to a longitudinal axis of the vehicle to contact and track the current conductor. The safety system includes at least one forward looking data collecting system for detecting obstacles on the road prior to impact with the current collector; and an electronic control unit for controlling at least power transmission and displacement of the current collector.

Abstract: Electrically powered vehicles may be equipped with both mechanical braking systems and regenerative braking systems. Regenerative braking systems improve vehicle efficiency by returning a portion of the energy lost in deceleration to the battery of the electrically powered vehicle. An electrically powered vehicle controller that provides collision avoidance functionality can maximize the energy returned to the battery of the electrically powered vehicle by maximizing the use of regenerative braking for collision avoidance. A first braking mode can include only regenerative braking for objects greater than the minimum regenerative stopping distance. A second braking mode can include composite braking using both mechanical and regenerative braking. The electrically powered vehicle controller determines the maximum regenerative braking level at least based on data provided battery charge level or battery state sensors.

Abstract: Provided is a drive control device for a vehicle with independently driven wheels, the control device enabling the vehicle to avoid unstable behavior caused by an overrevolution of one of the drive wheels. The vehicle includes left and right motors (6, 6) that independently drive left and right drive wheels (2, 2), respectively. The control device includes: an ECU (21) to generate and output a command torque; an inverter device (22); rotation speed detection modules (34, 34) to detect the rotation speeds of the respective left and right motors (6, 6); and a control module (35) to change the command torques for the respective left and right motors (6, 6) so as to reduce the rotation speeds of the left and right motors (6, 6) when at least one rotation speed between the detected rotation speeds of the left and right motors (6, 6) exceeds a predetermined rotation speed.

Abstract: Systems and methods for energy storage and management may be useful for a variety of applications, including launch devices. A system can include a direct current (DC) bus configured to operate within a predetermined range of voltages. The system can also include an array comprising a plurality of ultra-capacitors connected to the DC bus and configured to supply the DC bus with energy. The system can further include an input configured to receive energy from a power grid, wherein the power grid is configured to supply fewer than 250 amps of power. The system can additionally include an output configured to supply more than 250 amps of power. The system can also include a controller configured to control charging and discharging of the array of ultra-capacitors and configured to control the DC bus to remain within the predetermined range of voltages.

Abstract: A vehicle includes a high-voltage battery, a battery heating unit, and an electrical component such as a DC-DC converter, which are capable of being supplied with electrical power by an external power supply, and includes a state-of-charge acquiring unit that acquires a value of the output voltage of the high-voltage battery, a supplied-current-amount acquiring unit that acquires the amount of current supplied to the electrical component, and a control unit that controls an in-vehicle charger such that, when the output voltage is equal to or higher than a voltage threshold, and the supplied current amount is equal to or lower than a threshold, charging of the high-voltage battery performed by the external power supply is stopped and that electrical power is supplied to the electrical component from the high-voltage battery.

Abstract: A vehicle system 100, for controlling charging of a traction battery 110 of a vehicle 400, comprising: means 130 for, when a next vehicle journey 10 requires charging of a traction battery 110, automatically controlling a charging level 14 of charging the traction battery 110, in dependence upon the next vehicle journey 10, and a timing 12 of charging of the traction battery 110.

Abstract: An energy management device for controlling a charging control appliance in an electric vehicle is provided. The energy management device is designed to adjust a charging profile in the charging control appliance for the charging of a battery of the electric vehicle on a charging station or in the electric vehicle itself, the adjustment of the charging profile at least taking into account a planned time of use of the electric vehicle and a desired charging state of the battery as well as a pre-defined value for the maximum charging capacity of the electric vehicle. The energy management device is coupled to a measuring unit which is designed to measure an actual charging capacity provided for the electric vehicle by the charging station and, independently or as a result of a request from the energy management device, transmit same to the energy management device.

Abstract: Systems and methods are provided for optimizing predictions regarding traffic conditions based upon learned/measured traffic conditions. Current traffic conditions can be measured and characterized based on speed or other factors as a vehicle traverses the route. These measured traffic conditions can be compared to predicted traffic conditions. A weighting term can be associated with the measured traffic conditions based upon the comparison. During a subsequent time that the vehicle traverses the route, a traffic conditions prediction may be made. The weighting term and measured traffic conditions data can be used to adjust the traffic conditions prediction for better accuracy so that, for example, an optimal time(s) during which a battery of a hybrid vehicle can be pre-charged can be requested.

Abstract: A vehicle includes a high-voltage battery, a vehicle-mounted charger, an inlet, a charging ECU that controls the vehicle-mounted charger, and a parking lock mechanism that causes a rotation shaft to enter the rotation capable state or the rotation incapable state. The rotation shaft is provided for a gearbox which transmits driving power to the driving wheels. The charging ECU includes a backup RAM in which lock state information of the parking lock mechanism is written. When the high-voltage battery is to be charged with a charging connector of an external charger being connected to the inlet, the charging ECU uses the information stored in the backup RAM to control the vehicle-mounted charger.

Abstract: A handheld device for jump starting a vehicle engine includes a rechargeable lithium ion battery pack and a microcontroller. The lithium ion battery is coupled to a power output port of the device through a FET smart switch actuated by the microcontroller. A vehicle battery isolation sensor connected in circuit with positive and negative polarity outputs detects the presence of a vehicle battery connected between the positive and negative polarity outputs. A reverse polarity sensor connected in circuit with the positive and negative polarity outputs detects the polarity of a vehicle battery connected between the positive and negative polarity outputs, such that the microcontroller will enable power to be delivered from the lithium ion power pack to the output port only when a good battery is connected to the output port and only when the battery is connected with proper polarity of positive and negative terminals.

Abstract: Charging socket for an electrically driven vehicle, having a main body with at least one contact section having electrical contacts for receiving in an interlocking manner a mating contact section of a charging plug having electrical mating contacts for forming an electrical charging connection between the electrical contacts and the electrical mating contacts, wherein the main body has at least one heating element for heating the at least one contact section.

Abstract: The present invention refers to a battery bank supply and replacement system in an electric vehicle, particularly for an electric vehicle used for the distribution of commercial goods. The system of the present invention comprises a battery bank mounted in a metal structure that is structurally coupled to a metal mounting structure arranged on the electric vehicle and a handling device consisting of a movable base. The movable base is aligned and secured to the metal mounting structure of the vehicle for removal of the battery bank from the vehicle towards the handling device or the other way round.

Abstract: A vehicle battery system and a method of controlling the same are provided. When voltage of the vehicle battery is different from an output voltage of a commercially available quick charger, two high-voltage batteries are connected in parallel during battery charging, and the two high-voltage batteries are connected in series during vehicle driving. Accordingly, a compatibility problem is resolved, thereby allowing an inverter, an electric motor, and a connector to have increased efficiency and to maximize a reduction in size, weight, and material cost thereof.

Abstract: The systems and methods disclosed herein are directed to a vehicle charging station having at least one energy storage unit in a degraded state. The station may provide power using the energy storage unit to an electric or hybrid vehicle. In an illustrative embodiment, power from the station is provided to the vehicle from the energy storage unit, power grid or a combination thereof. Logic or processes for providing power to the energy storage unit for the charging station may depend on a variety of factors including, but not limited to, capacity of the energy storage units, number of units, information about an incoming vehicle to charge, etc. After charging, the energy storage unit in its degraded state may be used for fast charging the vehicle.

Abstract: The systems and methods disclosed herein are directed to a vehicle charging station having at least one energy storage unit in a degraded state. The station may provide charge using the energy storage unit to an electric or hybrid vehicle. In an illustrative embodiment, charge from the station is provided to the vehicle from the energy storage unit, power grid or a combination thereof. Logic or processes for charging the energy storage unit for the charging station may depend on a variety of factors including, but not limited to, capacity of the energy storage units, number of units, information about an incoming vehicle to charge, etc. After charging, the energy storage unit in its degraded state may be used for fast charging the vehicle.

Abstract: A recharging station for an electric public transport vehicle of the bus or tyred tram type, includes: at least one first electrical connector intended to electrically connect the station to the vehicle at least one second electrical connector intended to electrically connect the station to an external electrical energy source; and a structure defining at least one area for accommodating people; the station having the form of a rigid monobloc unit that can be moved and installed on a desired site as a single unit. An electric public transport installation is also provided including such stations.

Abstract: The method of location-based charging for electric vehicles provides for secure charging of electric vehicles by applying various charging mechanisms depending on users' and suppliers' specific attributes. When an operator of an electric vehicle connects the electric vehicle to electric vehicle supply equipment, a message is securely received by the electric vehicle supply equipment, which includes a set of operator-specific parameters. Based on the set of operator-specific parameters, a secure notification is transmitted to an owner of the electric vehicle supply equipment requesting authorization for the operator to charge the electric vehicle. The applicable charging mechanism of the electric vehicle is applied based on the owner's authorization message transmitted to the electric vehicle supply equipment and the set of operator-specific parameters.

Abstract: An architecture that can autonomously service a vehicle, such as an autonomous, battery powered electric car, in a manner that can be environmentally conscious, expeditious, efficient, and cost-effective. For example, the vehicle can be cleaned, repaired, maintained, or otherwise serviced, and charged by autonomous apparatuses of a point of distribution (POD) station. The autonomous apparatuses can be controlled by procedures developed by machine learning techniques. The charging can be accomplished by drawing power from an energy storage device that is charged in response to a determination that a demand for energy is below a defined threshold.

Abstract: An electronic device may have a power system with a battery. The device may include power management circuitry that helps distribute power from the battery to components within the device. To prevent an excessive load from being applied to the battery and the battery from dropping below a cut-off voltage, power management circuitry may control power consumption by components in the device. Power consumption models in the power management circuitry may be used to ensure that maximum allowable power consumption levels are not exceeded. To help accurately and quickly manage power consumption decisions, each component may have characteristic power consumption values that characterize the power consumption profile of the component.

Abstract: A method for controlling a precharging circuit. An electric supply unit is coupled to an intermediate circuit having an intermediate circuit capacitance. Through a control unit for connecting the supply unit to the intermediate circuit, an electric current of the supply unit is initially conveyed via a precharging resistor of the precharging circuit and then the precharging resistor is bridged. Prior to a following renewed connection of the supply unit, an overheating criterion for the precharging resistor is checked and, when the overheating criterion is met, the connection is blocked.

Abstract: A system for generating information about predicted remaining amount of energy includes processing circuitry that obtains traveling state information which contains current vehicle position information, searches a predicted passage point through which the vehicle is predicted to pass in a future on a basis of the traveling state information when a vehicle traveling route is not set, predicts a predicted remaining amount of energy, the predicted remaining amount of energy being a predicted amount of traveling energy remaining at the time when the vehicle passes the predicted passage point and controls to provide information about the predicted remaining amount of energy and the predicted passage point corresponding to the predicted remaining amount of energy for a user.

Abstract: A thermal management system for a vehicle includes a controller. The controller pre-heats a coolant in a power electronics loop via heat transfer between the coolant and an electronic component in response to an ambient temperature being less than a threshold and a coolant temperature being less than a battery temperature. The controller also pumps the coolant through a battery loop in response to the coolant temperature exceeding the battery temperature.

Abstract: An electrically driven vehicle and a notification system therefor are provided. The electrically driven vehicle includes a high-voltage battery and an inlet, a charging connector of an external power source is connected to the inlet, and power can be supplied from the external power source to the high-voltage battery. The electrically driven vehicle includes a battery heater unit heating the high-voltage battery by using power supplied from the external power source; and a charging ECU detecting an alighting preparing operation of a user, acquiring an environmental temperature at a time of detection in accordance with detection of the alighting preparing operation, and causing a meter panel to display a message prompting a driver to connect the charging connector to the inlet when the acquired environmental temperature is equal to or lower than an output decline temperature set for the high-voltage battery.

Abstract: A vehicle electric power supply apparatus includes: a battery case; a battery that is arranged in the battery case; a first electric device that is arranged in the battery case and that is connected to at least the battery; and a battery cooling circuit that is configured to allow a refrigerant to flow through a pipe and cool at least the battery. A lower surface of the first electric device is lower than an upper surface of the battery and is positioned higher than a fluid level of the refrigerant in a state where the refrigerant that flows through the pipe is accumulated inside the battery case.

Abstract: A method of adjusting battery control software for a battery having a plurality of battery sections includes connecting the battery to a charging system and a discharging system. A charging operation or a discharging operation is then initiated while monitoring a voltage response of each battery segment during the charging operation or the discharging operation. The voltage response is then correlated to a calibration database for selecting a control algorithm for each battery segment from the calibration database.

Abstract: A fuel cell system for a vehicle or other system includes a fuel cell stack, a DC-DC boost converter, and a controller. The stack has a plurality of fuel cells and a stack voltage. The controller regulates the stack voltage during start-up of the fuel cell stack via the boost converter, and is programmed with a plurality of calibrated voltage profiles each having a corresponding magnitude and rate of change. The controller is configured to execute a method which includes detecting an air start of the fuel cell stack in response to a requested start-up of the fuel cell stack. The controller then enforces the stack voltage to the predetermined voltage profiles during an actual start-up of the fuel cell stack, doing so via regulation of the boost converter and using the plurality of calibrated voltage profiles.

Abstract: An electric vehicle includes: a motor that is arranged on a first side of front and rear sides of a vehicle; a rechargeable electric source that is arranged closer to a vehicle room than the motor; an inverter unit that includes an inverter which is fixed to the motor and which is configured to control and drive the motor by electric power that is supplied from the electric source; a charge circuit for charging the electric source; and a first unit that is fixed to a vehicle body at the first side of the vehicle, wherein the inverter unit is connected to the electric source by a cable, and the first unit is connected to the electric source by a cable that is independent of the cable which connects together the inverter unit and the electric source.

Abstract: A control system for an electric hike includes control application which receives battery/motor output signals from other electric bikes from the cloud processing center to as to control the output of the battery to the motor to adjust the output of the battery and the motor at different travel routes. The adjusted output of the battery and the motor at different travel routes of the users' electric hike is transmitted to the transmitters of other electric bikes by a smart phone so as to reduce the burden of learning of the users of other electric bikes.

Abstract: An electrified railway power supply system without negative sequence in the whole process and without power supply networks at intervals, can comprise an external power supply system, an input power supply system from external to internal, and an internal power supply system. For external power supply, single-phase power supply is changed to double-phase power supply, and power of a single phase is input to the power supply system within the train via a contactor on a left arm and a right arm of a double-phase pantograph. No neutral section for passing of phase separation is provided in the whole process of operation, and a plurality of sections in the whole process are provided with no power supply network at intervals, and the motor train unit can operate normally without mechanical support for the power supply network.

Abstract: A seat assembly is provided with a seat bottom and a seat back. A first actuator is oriented in a lower lumbar region. A second actuator is oriented in an upper lumbar region. A controller is programmed to operate the first actuator to adjust the lower lumbar region, and operate the second actuator to subsequently adjust the upper lumbar region to provide a seat assembly motion pattern. A third actuator is oriented in a thoracic region or a seat bottom region. The controller operates the third actuator to adjust the thoracic region or the seat bottom region after adjusting the lumbar regions to provide a seat assembly motion pattern. A plurality of sensors is provided on the seat back and the seat bottom to initiate the pattern in response to a lack of detected occupant motion to induce muscle activation upon an occupant.

Abstract: The vehicle seat includes a seat cushion and a seat back. The seat back includes one shaft member, a mount frame having a first bearing and a second bearing, and a first operation section and a second operation section which are arranged side by side. The shaft member is attached to the first and the second bearings, having no fixing section for the mount frame between the first and the second bearings, and serving as a center around which the first and the second operation sections are rotated.

Abstract: An adjustment device for adjusting a longitudinal position of a vehicle seat comprises a first guide rail, a spindle extending along a longitudinal axis, a holding device connecting the spindle to the first guide rail, a second guide rail being linearly movable along the longitudinal axis with respect to the first guide rail, and a gearing fixed to the second guide rail, the gearing being in operative connection with the spindle to move the second guide rail relative to the first guide rail. The holding device herein comprises a body fixed to the first guide rail and made from a plastics material. In this way an adjustment device is provided which may reduce the complexity in particular of the fixation of the spindle to its associated, first guide rail.

Abstract: A clutch unit (100), which transmits an operational force input to an operating lever (21) to an output shaft member (30) via an input-side clutch (50) and an output-side clutch (60) and outputs the operational force to a vehicle seat (40), includes a rotation suppressing member (70) is provided which applies a rotational resistance force larger than a co-rotating force to between an input-side outer-ring member (52) and a housing (11) which is not rotated at a time of the returning operation of the operating lever (21), so as to suppress that the input-side outer-ring member (52) is co-rotated by an input-side inner-ring member (51) of the input-side clutch (50) at the time of the returning operation of the operating lever (21).

Abstract: A support base for a child safety seat includes a shell, a belt clamp, a latching mechanism and a belt retaining structure. The shell is adapted to receive a child seat thereon, and has a panel at an end thereof. The belt clamp is pivotally connected with the shell and is disposed adjacent to the panel, the panel rising above the belt clamp, the belt clamp being operable to clamp a lap belt portion of a vehicle safety belt adjacent to a surface of the shell. The latching mechanism is operable to lock the belt clamp in a clamping state. The belt retaining structure is provided on the panel, and is configured to hold a shoulder belt portion of a vehicle safety belt adjacent to the panel.

Abstract: A vehicle seat has a frame, a padded seat back assembly (16), a padded seat cushion assembly (18), and a seat cushion assembly tilt arrangement for tilting the seat cushion assembly. A valance cover (34) is mounted on an outer side of the seat. The cover has a rearward cover section (34a) and a forward cover section (34b). The forward cover section (34b) is mounted in fixed relation to the seat cushion assembly (18) for tilting movement together with the seat cushion assembly. The seat cushion padding (24) extends over an upper surface of the forward cover section (34b).

Abstract: A seat lock apparatus includes: a hook member configured to be rotationally biased elastically in a positive direction; an interlocking unit configured to restrict rotation of the hook member in a negative direction; and a cover member configured to cover an operation range of the hook member at one side of the hook member, the cover member including a striker entrance groove that a striker enters. The hook member includes an engagement groove. The engagement groove has both end portions at a side of an opening of the engagement groove, each end portion being beyond the striker entrance groove to overlap the cover member as viewed along a shaft direction of the hook member when the hook member is at a position of being restricted from operating by the interlocking unit.

Abstract: A seating assembly includes a seat having a seating surface, a first conductor, a second conductor, and a plurality of thermoelectric devices arranged between the first conductor and the second conductor in an elongated strip located proximate the seating surface. A voltage is applied to the thermoelectric devices to thermodynamically influence the seating surface. An air mover is in fluid communication with the thermoelectric devices. A conductive grease is disposed between the first conductor and the plurality of thermoelectric devices, and a conductive adhesive is disposed between the second conductor and the plurality of thermoelectric devices.

Abstract: A vehicle seating assembly comprising a seat including a cushion and a seating surface. A recess is defined in the cushion extending in a direction parallel with the seating surface. An elongate carrier is disposed between the recess and the seating surface, the elongate carrier including a plurality of thermoelectric devices having an upper surface and a lower surface configured to change temperature when a voltage is applied to the thermoelectric devices. An upper conductor comprises an upper surface and a lower surface. A lower conductor comprises an upper surface and a lower surface. An air mover is in fluid communication with the recess and is configured to move air through the recess. The upper conductor, the thermoelectric device, the lower conductor, and air in the recess are in thermal communication to transfer heat away from the seating surface or to transfer heat toward the seating surface.