Abstract: A method, system and computer program product are provided for determining a measure of brake system usage during operation of a vehicle, the vehicle comprising a power source for generating a motive force for propulsion of the vehicle in a first direction of travel, and driver controllable means for requesting a brake force that acts against a movement of the vehicle in the first direction of travel. When a driver of the vehicle requests a brake force, the method comprises determining an influence on the vehicle acceleration caused by the request for brake force; and determining, based on the determined influence, a measure of brake system usage of the vehicle, the measure indicating a level of economical driving, wherein a particular level is arranged to depend on the magnitude of the influence on the vehicle acceleration caused by the request for brake force.

Abstract: Method for automatically assessing performance of a driver (110) of a vehicle (100) for a particular trip, wherein current driving data sets, comprising basic driving data are repeatedly read from the vehicle, which method comprises the steps a) collecting previous-trip driving data sets comprising instantaneous vehicle energy consumption, for different previous trips,different drivers and different vehicles; b) grouping said previous-trip driving data sets into basic historic groups of such sets; c) mapping each current driving data set to a basic historic group; and d) calculating an energy consumption-based trip performance parameter value for the current trip based upon a respective energy consumption-based group performance parameter value for the mapped basic historic groups, which group performance parameter value in turn is calculated based upon the respective instantaneous energy consumption value in the respective previous-trip driving data sets in the basic historic group in question.

Abstract: Method for automatically assessing performance of a driver (110) of a vehicle (100) for a particular trip, wherein current driving data sets, comprising basic driving data are repeatedly read from the vehicle, which method comprises the steps a) collecting previous-trip driving data sets, comprising instantaneous vehicle energy consumption, for different previous trips, different drivers and different vehicles; b) for each of said current-trip driving data sets, selecting at least one corresponding previous-trip driving data set; c) calculating a relative instantaneous vehicle energy consumption value for said selected corresponding previous-trip driving data set or sets, which is relative to a total energy consumption for a respective trip during which the previous-trip driving data set in question was observed; d) calculating a value of the said first trip performance parameter based upon an average value of said calculated relative instantaneous energy consumptions. The invention also relates to a system.

Abstract: Method for automatically assessing performance of a driver (110) of a vehicle (100) for a particular trip, wherein current driving data sets, comprising basic driving data are repeatedly read from the vehicle, which method comprises the steps a) collecting previous-trip driving data sets, comprising instantaneous vehicle energy consumption and instantaneous vehicle velocity, for different previous trips, different drivers and different vehicles; b) for a plurality of said previous-trip datasets, calculating a respective relative instantaneous vehicle energy consumption value; c) calculating a characteristic vehicle relative energy consumption function; and d) calculating a value of a trip performance parameter based upon a weighted average value of the respective relative instantaneous energy consumptions for previous-trip data sets that correspond to each of said current-trip data sets, which weighting is performed using said characteristic vehicle relative energy consumption function.

Abstract: In accordance with an exemplary embodiment, a cutoff duration estimation system for a vehicle includes a vehicle model module having a vehicle profile model of the vehicle, a front vehicle detection module having a front vehicle deceleration model operable to determine a rate of close between the vehicle and a front vehicle, and a cutoff duration estimation system operable to determine an amount of time an engine of the vehicle will be operating in an overrun condition based on the vehicle profile model and the front vehicle deceleration model.

Abstract: A road curve guidance method is provided. The road curve guidance method includes: obtaining link information corresponding to a road on which a vehicle is being driven; determining a position of the vehicle on a link at a future time point based on the obtained link information; and judging a degree of risk of a curve section in which the vehicle is to be driven after a predetermined time using the determined position and speed of the vehicle at a reference time point.

Abstract: A vehicle control system includes a control unit configured to support a driving of a vehicle by selectively operating in one driving support mode among a plurality of driving support modes including a low speed following travel mode in which the vehicle travels while maintaining a constant inter-vehicle distance between a preceding traveling vehicle and the vehicle in a case where the speed is equal to or less than a predetermined speed, and an equipment control unit configured to release a use restriction on a specific function in which the line of sight of a driver is removed from the vehicle surroundings due to its utilization in a case where the control unit operates the low speed following travel mode is executed.

Abstract: An erroneous operation determination device is configured to determine whether an occupant performs an erroneous operation of misstepping on a first operation pedal instead of a second operation pedal. The erroneous operation determination device includes an electronic control unit configured to acquire operation information relating to an operation content of the first operation pedal by the occupant and determine whether the occupant performs an erroneous operation based on the acquired operation information. The electronic control unit is configured to learn at least one of the operation content of the first operation pedal and an operation content of the second operation pedal and determine whether the occupant performs an erroneous operation based on a result of the learning.

Abstract: The invention relates to a control device as well as an operating method for a driver assistance system of a vehicle, in which image data of a plurality of vehicle cameras, in particular image data of a first vehicle camera and a second vehicle camera, are processed in order for driver assistance functions to be implemented.

Abstract: A vehicle control system includes a display unit configured to display an image, an automatic driving control unit configured to execute an automatic driving of a vehicle, and a display control unit configured to display an image indicating an occurrence of an event accompanying a change of a behavior of the vehicle executed by the automatic driving control unit on the display unit in a first display mode at a first timing before the behavior of the vehicle changes and display the image on the display unit in a second display mode in which the change of the behavior of the vehicle is emphasized compared to the first display mode at a second timing after the first timing and before the change of the behavior of the vehicle.

Abstract: Various aspects of a system and method to provide driving assistance to safely overtake a vehicle are disclosed herein. In accordance with an embodiment, an electronic control unit used in a first vehicle is configured to detect a second vehicle in front of the first vehicle. A first position associated with the first vehicle and a second position associated with the detected second vehicle is determined for a first time instance. It may be determined whether a lateral distance between the determined first position and the determined second position is below a pre-defined threshold distance. A first alert is generated when the determined lateral distance is below the pre-defined threshold distance.

Abstract: To make a notification to the driver so that the driver can distinguish or recognize the notification. A vehicle notification device (1a) inputs a first sweep signal whose frequency is changed in a predetermined frequency range, to a vibrator (4), calculates frequency characteristics of a vibration in the vehicle interior, detects a frequency range in which the signal level of vehicle-travel-time frequency characteristics is higher than the signal level of vehicle-stop-time frequency characteristics by a predetermined level amount or more, generates a second sweep signal whose frequency is changed in a range obtained by excluding the detected frequency range from the predetermined frequency range of the first sweep signal, and outputs the second sweep signal from the vibrator (4).

Abstract: The invention regards a system for automated execution of a maneuver or behavior selected by an operator of a system and a respective method for automated execution. At first a situation is determined in which the system currently is based on environment sensing. Then, based on the determined situation, maneuver options and/or behavior options are determined. Such options are maneuvers or behaviors which potentially can be executed by the system in the determined situation. Then information on at least one of the determined maneuver options or behavior options are output using a haptic display. The system receives an input selecting one of the options from a user. On the basis of the selected option then the selected option or maneuver is executed in an automated fashion.

Abstract: A single pole aerial tramway apparatus carries multiple cycles in an upright position along the path of overhead cables from an aerial tramway. A single, bowed pole supports a multi-cycle support assembly on which multiple cycles are mounted. The bowed pole has a medial region that arcs distally from the cycles, so as to create additional space for loading and carrying the cycles. A bracket forms a junction point that detachably connects a pole cable end of the bowed pole to a cable extension member from the cable. The bracket may be hinged to enable the pole to sway to reduce mechanical stress. A multi-cycle support assembly attaches to the pole cycle end. A primary stabilization bar and a secondary stabilization bar carry and balance the multi-cycle support assembly. Cycle racks set on the stabilization bars receive the cycles in a front tire depression and a rear tire brace.

Abstract: A central traction device for a straddling monorail train includes a traction pin and a traction beam. A central sleeve is provided at the center of the traction beam, and the traction pin is mounted in the central sleeve. An inner cavity of the central sleeve has a corset-shaped structure having large diameters on an upper end and a lower end and a small diameter at a middle part, forming double tapered bevels, and a resilient rubber bush is provided between an inner wall of the central sleeve and the traction pin. The device has a simple and compact overall structure and facilitates connection and separation between the train body and the bogie; by providing the lift assembly, the traction device is fixedly connected to the frame, thus the traction device can be wholly lifted; and operation process and environment of raising and lowering the vehicle are improved.

Abstract: According to some embodiments, a railcar comprises a center sill extending along a longitudinal centerline of the railcar, and two side sills. The two side sills are on opposite sides of, and extend parallel with, the center sill. The railcar further comprises a first inner discharge door coupled to the railcar proximate the center sill on a first sick of a longitudinal centerline of the railcar (first side); a second inner discharge door coupled to the railcar proximate the center sill on a second side of the longitudinal centerline (second side); a first outer discharge door coupled proximate the side sill on the first side; a second outer discharge door coupled proximate the side sill on the second side; a first linkage coupling the first inner discharge door to the second outer discharge door; and a second linkage coupling the second inner discharge door to the first outer discharge door.

Abstract: According to some embodiments, a railcar comprises: an underframe comprising a center sill extending longitudinally along a centerline of the railcar; a hopper coupled to the underframe and comprising a discharge opening; and a discharge assembly coupled to the hopper. The discharge assembly comprises: a sloped side sheet, and a discharge gate frame in a plane offset from horizontal and extending from a bottom of the sloped side sheet to proximate the center sill. The discharge gate frame at least partially surrounds the discharge opening. The discharge assembly further comprises a discharge gate coupled to the discharge gate frame. The discharge gate is operable to move from a closed position that restricts a lading from discharging to an open position that permits the lading to discharge. Moving from the closed position to the open position comprises moving at an angle upward and transverse to the railcar.

Abstract: An end underframe comprises a headstock assembly and a bolster assembly and is made out of a single material which consists of cold rolled austenitic stainless steel.

Abstract: Disclosed is a railway vehicle including a first car having a first end, and a second car having a second end, the first and second ends being arranged across from one another and separated by an inter-circulation space including an inter-circulation device. The first and second cars are equipped with first and second high-voltage cables and first and second low-voltage power cables. Each car has a casing supported at its end, the power cables all passing through this casing. This casing includes a support member for the power cables. The support members are arranged across from one another, the power cables extending freely in the inter-circulation space between the support members, the inter-circulation space and in particular the inter-circulation device being free of any support element for the power cables.

Abstract: An energy absorption device (3) and method is disclosed for absorption of energy that is released upon impact between two objects in relative motion, wherein an exceptional load applied to any of the two objects results in acceleration of said object relative to the other object, and wherein for retardation of said acceleration energy is absorbed in the process of deformation of an element or elements which are put under stress from the objects upon impact. The process of deformation comprises a controlled diameter reduction during a forced elongation of a semi-solid or solid deformation bolt (4) made of cold-forming material in the direction of force (FX) generated in said acceleration.

Abstract: A switch for a point machine, point machine having said switch, and a method for operating said point machine. The switch opening and closing a circuit providing current to the motor of the point machine. The switch having an elastic element, such as a spring, to create “snap-action” to open and close the circuit. Operation of the motor compressing the spring to open the circuit and cut-off power to the motor when the point machine has completed movement of a point.

Abstract: Aspects of the disclosed embodiments generally relate to a current monitoring and alarm system for a railroad crossing gate. The system is capable of determining that the gate is functioning properly or not. In addition, the system can issue an alarm or provide some other indicator when the gate is not functioning properly or is being subjected to excessive loading.

Abstract: A profile detection method is provided. A Global Positioning System unit and a laser sensor are provided to be disposed adjacent an article wherein the Global Positioning System unit, the laser sensor, and the article are relatively movable. Outputs of the Global Positioning System unit and the laser sensor are sensed. The steps of sensing an article identification tag and developing an indication of article location based on sensing the article identification tag are performed. An indication device develops an indication of a profile of the article responsive to the sensed outputs of the Global Positioning System unit and the laser sensor.

Abstract: A travel management device is configured to transmit a reservation request for a block section to be reserved based on track information indicating a plurality of block sections constituting a track on which a vehicle travels and a connection relationship between the block sections, the block section to be reserved being among the block sections included in the track on which the vehicle travels. A resource management device is configured to record the block section to be reserved indicated by the reservation request as a reserved block section of the vehicle which has transmitted the reservation request in case where the block section to be reserved indicated by the reservation request is not reserved by a vehicle other than the vehicle which has transmitted the reservation request at a time at which the reservation request is received.

Abstract: A hand truck includes a frame, a handle attached to a rear side of the frame, a platform extending from a front side of the frame, a plurality of feet attached to an underside of the platform, at least one support member attached to the front side of the frame, and an axle supporting a plurality of wheels, wherein the axle is attached to the frame. The hand truck may include a standing configuration and a mobile configuration. In the standing configuration, the plurality of wheels and at least one of the plurality of feet contact a ground surface to support the hand truck such that the platform is arranged at an oblique angle with respect to the ground surface.

Abstract: A steerable, self-propelled cart for safely delivering heavy loads, such as concrete, within job sites with unlevel, irregular, or sloped terrain. A cargo bucket is tiltable over front drive wheels for transporting and dumping cargo. Hydraulic drive motors driven by a hydraulic pump propel rear wheels at a selectable speed. Steering handlebars rotate a steering column that turns the rear wheels. A throttle cable extending from the handlebars controls the throttle setting by pivoting a throttle lever mounted on the hydraulic pump. Limiting linkages extend from flanges on an anchor bracket secured to the steering column to a bridge on the throttle lever. As the steering column rotates, the limit linkages are wound partially about it, pivoting the throttle lever by pulling on the bridge, reducing pump speed. Heavy steering displacements will retract the throttle lever to reduce cart speed notwithstanding the previous speed setting chosen by the operator via the cable.

Abstract: The present invention relates to a mechanical system for stabilization on the floor for vehicles on castors (for example a surgical assistance robot used in an operating room) that can adopt two stable states, i.e. disengaged, the vehicle resting on the castors, and activated, the vehicle being immobilized on the floor, respectively. According to the invention, the stabilization system comprises:—feet for resting on the floor, movable between a first retracted position, at a distance from the floor, and a contact position ensuring the immobilization of the vehicle through mechanical friction against the floor;—means for mechanically controlling said supporting feet, said control means being movable between two stable positions corresponding to the activated and disengaged states;—mechanical means for transmitting the displacement of the control means simultaneously to all the supporting feet.

Abstract: A hand truck includes a frame that is supported by main wheels and a handle having two side members. Two handle brackets are pivotably mounted on opposite sides of the frame. The handle brackets are arranged for rotation in relation to the frame around a handle rotation axis. The handle brackets slidably receive the side members of the handle so that the handle is able to slide between a first retracted position and a second extended position. The handle is also able to rotate with the handle brackets between first and second rotational positions. A lock mechanism that is mechanically associated with the handle brackets and the handle is able to releasably lock the degree of extension of the handle in at least one position between the retracted and extended positions and is able to lock the rotational position of the handle in at least one rotational position.

Abstract: A child stroller includes: a frame; a plurality of wheels; a child-seat assembly configured to rock back-and-forth with respect to the frame; a rocker assembly secured to the child-seat assembly. The rocker assembly includes: (a) a plurality of legs, each leg defining an undersurface, each undersurface being arced; (b) a rocker base, the rocker base comprises an inner surface. The stroller is configured such that when the child-seat assembly rocks back-and-forth with respect to the frame, the legs rock back-and-forth upon the inner surface of the rocker base.

Abstract: Construction is achieved of a cam device that is able to effectively prevent a drive-side cam from rotating relative to a driven-side cam in a locked state. Tip-end butt sections 63 are provided on the outer-diameter side portions of tip-end surfaces 41a (40a) of convex sections of one of drive-side convex sections 34a of the drive-side cam surface 31a and driven-side convex sections 36a of the driven-side cam surface 32a, and tip-end concave sections 64 that are further recessed in the axial direction than the tip-end butt sections 63 are provided on the inner-diameter side portions of the one convex sections. In the locked state, only the tip-end butt sections 63 come in contact with the tip-end surfaces 40a (41a) of the other convex sections of the drive-side convex sections 34a and the driven-side convex section 36a.

Abstract: An adjustment rod is inserted in a width direction through displacement-side through holes and one pair of vehicle body-side through holes. One pair of pressing parts are disposed at positions where both end parts of the adjustment rod protrude from respective outer surfaces of one pair of support plate parts. An adjustment lever is secured to the adjustment rod. With the distance between the one pair of pressing parts being reduced by turning the adjustment lever in a predetermined direction, the amount of tightening of an adjustment nut serving as one of the pressing members is adjusted while checking an axial force applied to the adjustment nut. The tightening amount adjustment of the adjustment nut is completed with the checked axial force remaining in a predetermined range.

Abstract: An assembly is disclosed, in which a rigid ramp is rigidly connected to a tubular upper part of a steering column for interaction with a displaceable part of an instrument panel. Interaction between the tubular upper part and the displaceable part moves the displaceable part in a reliable manner out of the way during an impact scenario, during which a steering wheel is displaced towards the instrument panel. Displacement of the displaceable part by the rigid ramp permits the steering wheel to be fully displaced without the instrument panel hindering such motion.

Abstract: A redundant gear assembly for a vehicle steering column includes a gear operatively coupled to a steering column component. Also included is a first and second set of gear teeth on the gear. Yet further included is a first motor driving a first gear input component, the first gear input component in meshed engagement with the first set of gear teeth to provide a first steering assist torque that is representative of a desired steering assist torque in a primary operating mode of the redundant gear assembly. Also included is a second motor driving a second gear input component, the second gear input component in meshed engagement with the second set of gear teeth to provide a second steering assist torque in a redundant operating mode of the redundant gear assembly, the second motor not driving the second gear input component in the primary operating mode.

Abstract: A steering system includes: a rack shaft movable in the axial direction; a cylindrical nut member made of metal and threadedly engaged with a spiral screw groove formed in the outer peripheral surface of the rack shaft via a plurality of balls; a pulley made of a resin and externally fitted with the nut member so as not to be rotatable relative to the nut member; a belt wound around the pulley; an electric motor that rotates the pulley and the nut member via the belt; and a retention ring, a plate spring portion of which is disposed between the outer peripheral surface of the nut member and the inner peripheral surface of the pulley in an elastically deformed state. The retention ring presses a second planar portion formed on the inner peripheral surface of the pulley radially outward using a restoring force of the plate spring portion.

Abstract: Technical solutions are described for lash detection diagnostic in a steering system. An example method includes sending, by a controller, an excitation motor command to a motor control system. The method further includes measuring, by the controller, a sensor signal generated in response to the excitation motor command The method further includes determining, by the controller, a decay rate of a change in magnitude of the signal at a plurality of frequencies. The method further includes diagnosing, by the controller, that the steering system has a lash condition based on the decay rate exceeding a predetermined threshold.

Abstract: A hydraulic system is provided for a steering system of a vehicle. The hydraulic system includes a pump that supplies pressurized fluid during an operation of the steering system. The hydraulic system also includes an accumulator that is in independent and selective communication with each of the pump and the steering system. When the pump is in the operational state to support the operation of the steering system, some of the fluid may be routed into the accumulator and stored in the accumulator for later use. In the event of failure of the pump when the steering system is in operation, the accumulator provides the required amount of fluid to continue operation of the steering system until charge in the accumulator depletes to a value that is no longer sufficient to support operation of the steering system.

Abstract: A control steered angle calculation unit includes: an end position determination unit that determines whether a rack shaft is located at either one of right and left rack end positions; a motor absolute angle calculation unit that detects a motor absolute angle; an end position-corresponding motor angle setting unit that, when the rack shaft is determined to be located at either one of the right and left rack end positions, sets the detected motor absolute angle as an end position-corresponding motor angle corresponding to the one of the right and left rack end positions; and a control steered angle origin setting unit that calculates an average value of right and left end position-corresponding motor angles as an offset angle, and sets an angle obtained by subtracting the offset angle from the detected motor absolute angle as an origin of the control steered angle represented by the motor ab solute angle.

Abstract: A steering control device includes a driving support ECU. When white line recognition loss, which is a state in which white lines are not properly recognizable, has occurred during execution of an LCA, the driving support ECU calculates a target trajectory for returning a yaw angle to a state immediately before the start of the LCA. The driving support ECU controls a steering angle based on the calculated target trajectory. As a result, a lateral speed of an own vehicle is reduced, and thus sufficient time can be secured for handing over operation of a steering wheel to a driver from a steering assist state.

Abstract: A steering system and method is described for a vehicle having steerable front and rear wheels, and a steering input device for receiving manual steering input. Front and rear hydraulic steering devices may be coupled, respectively, to the front and rear wheels. Front and rear valve assemblies may be configured, respectively, to steer the front and rear wheels. In a manual steering mode, the front valve assembly may be disabled with respect to the front steering device, and the front hydraulic steering device may steer the front wheels based upon the manual steering input. In a rear steering assist mode, a rear steering command may be determined based upon the manual steering input, and the rear wheels steered based upon the rear steering command. In an automated steering mode, the front and rear wheels may be automatically steered based upon a target path of travel for the vehicle.

Abstract: Methods and apparatus for virtual torsion bar steering controls are disclosed. A disclosed example apparatus includes a sensor associated with a steering system to measure an operational angle of the steering system, a virtual torsion bar operatively coupled to the steering system, the virtual torsion bar to calculate a control torque based on a request angle and the operational angle, and a torque compensator to control an output torque of the steering system based on the control torque.

Abstract: A stand-up type industrial vehicle, such as a stock chaser, is provided that includes a frame including a driver's space, a pair of steerable front wheels, and a steering system. The frame can include a cargo space behind the driver's space. The front wheels are pivotally coupled to the frame about respective laterally spaced-apart steering axes. The steering system is mounted to the frame for steering the wheels. The steering system includes a steering wheel, a steering lever operatively coupled to the steering wheel, for example via an upper and a lower shaft coupled by a one-stage reducer assembly, to be imparted a lateral swinging motion thereby upon rotation thereof, and a steering linkage coupled between the steering lever and the wheels to translate this lateral swinging motion into a turning motion of the wheels. A dual-pivot steering system for use in a stand-up type industrial vehicle is also provided.

Abstract: A drive arrangement in a vehicle having front and rear ground engaging means and steering means, has a differential transmission, a differential lock, a planetary final drive on each side of the vehicle and a motor acting onto one member of the planetary final drives. The motor is controlled depending on the steering angle such, that it provides for a difference in the drive speed on the left and the right side.

Abstract: A steering input device for a trailer backup assist system includes a control element moveable away from a center position sequentially through a first sub-range and a second sub-range and defining a first stop between the first sub-range and the second sub-range, movement past the first stop being permitted upon a first predetermined movement of the control element. The steering input device further includes a controller generating a vehicle steering command based on a position of the control element.

Abstract: The present invention relates to entering data into a trailer backup guidance system. In particular, the present invention relates to storing data in the components of a trailer backup guidance system corresponding to a plurality of trailer and vehicle combinations to better facilitate sharing those components across a plurality of trailers and vehicles.

Abstract: A steering assist device includes a driving support ECU. The driving support ECU is configured to determine on whether or not accelerator operation is performed during execution of a lane change assist control. The driving support ECU is configured to prohibit execution of an original lane return assist control, when the driving support ECU determines that the accelerator operation has been performed.

Abstract: A steering control device includes a driving support ECU. The driving support ECU 10 is configured to execute an original lane return assist control to control a steering so as to return an own vehicle from a target lane to the original lane when a lane change assist control is stopped by detection of a first approaching vehicle in a situation where the own vehicle enters the target lane to travel in the target lane. The driving support ECU is configured to prohibit the original lane return assist control and to execute a lateral speed zero control to control the steering so as to maintain a lateral speed which is a speed in a lane width direction of the own vehicle at zero, when an original lane side vehicle is being detected.

Abstract: Systems and methods for performing a parallel parking maneuver of a host vehicle between a first object and a second object. In one embodiment, the method includes detecting a parking mode and determining a parking space size upon detecting the parking mode. The method also includes selecting a left rear wheel of the host vehicle or a right rear wheel of the host vehicle. The method further includes applying a first braking force, sufficient to lock-up the selected rear wheel of the host vehicle, to the selected rear wheel of the host vehicle when the parking space size is less than a size threshold. The method also includes applying a second braking force to the selected rear wheel of the host vehicle when the parking space size is greater than or equal to the size threshold. The second braking force is less than the first braking force.

Abstract: It is aimed to provide a method for guiding of a motor vehicle on the basis of image data, particularly when manoeuvring trucks toward docking stations by a docking controller coupled to a steering system, comprising: identifying, by the docking controller the vehicle's current position; receiving a collision free path; and manoeuvring the vehicle by said docking controller according to said free path, wherein the vehicle's current position is identified by means of an off board vehicle scanner that is mounted in a fixed position relative to the dock station; wherein said vehicle scanner produces scan data signifying a set that are analyzed to identify a reference point of the vehicle and a vehicle's orientation; wherein said reference point and vehicle orientation are transmitted to the docking controller to update the vehicle's current position.

Abstract: A subframe for a rear axle of a motor vehicle includes a transverse structure and a steering device for wheels of the motor vehicle which are fastened to the rear axle. In the installed state of the subframe in the motor vehicle, the transverse structure extends in the transverse direction of the motor vehicle. The transverse structure includes an upper transverse structure element and a lower transverse structure element. The steering device is arranged between the upper transverse structure element and the lower transverse structure element.

Abstract: The present invention provides a vehicle body structure comprising a left suspension and a right suspension each including an arm member provided under a floor portion of a vehicle body; a left attachment portion configured to attach a vehicle body side end portion of the arm member of the left suspension to the floor portion; a right attachment portion configured to attach a vehicle body side end portion of the arm member of the right suspension to the floor portion; and a seat fixing portion configured to fix, to the floor portion, a seat provided on the floor portion, wherein the seat fixing portion is located between the left attachment portion and the right attachment portion in a vehicle width direction.