Abstract: An apparatus for a host vehicle comprises an input for receiving a signal indicative of a target object, an output for transmitting at least one of an acceleration message, an engine control message and a transmission control message and a processor having control logic. The control logic transmits the acceleration message to request a negative acceleration of a host vehicle in response to a signal indicating a detected target object in order to maintain a predetermined following time behind the detected target object and transmits a transmission control message to request the transmission to shift to neutral in response to the negative acceleration having a value less than a predetermined negative acceleration value.

Abstract: A method of operating an auto-braking system of a vehicle in coordination with operation of a speed limiting system (SLS) of the vehicle to prevent undesired loss of auto-braking functionality. If: a) a driver input of an engine power control parameter (such as throttle setting) exceeds an activation threshold of the SLS so that the SLS is therefore limiting vehicle speed to a set-speed corresponding to the activation threshold; and b) the driver input of the power control parameter is below a SLS override threshold; and c) the SLS override threshold exceeds an auto-braking override threshold for the power control parameter; then the auto-braking override threshold is increased to at least equal the SLS override threshold.

Abstract: A method for operating a motor vehicle, the motor vehicle including a prime mover (1), a transmission (2), and a driven end (3), wherein the transmission (2) is an automatic or automated transmission and is connected between the prime mover (1) and the driven end (3). The method includes activating a sailing mode of the motor vehicle depending on at least one operating condition of the motor vehicle; performing a gear select interlock in the transmission (2), while maintaining the sailing mode, when the sailing mode is active; and deactivating the sailing mode is subsequently depending on at least one operating condition of the motor vehicle. The gear select interlock is implemented in the transmission (2) depending on a rotational speed of the prime mover (1) and depending on synchronous speeds of the gears of the transmission (2).

Abstract: A driving assistance apparatus includes an operation determiner section and a change approver section. The operation determiner section determines whether a driver of a vehicle executes a safety confirming operation against lane change based on information from a sensor used to detect a state of a driver. The change approver section approves an automated lane change by a lane changer section. Herein, the change approver section disapproves an automated lane change by the lane changer section when the operation determiner section determines that the driver fails to execute a safety confirming operation against lane change.

Abstract: In a vehicle control device, a target motion estimation unit estimates a motion for a target area representing an area where no other vehicle is traveling on a lane in the future based on motions of other vehicles traveling on the lane to which a course is to be changed. A control amount setting unit sets a control amount of an own vehicle required in order to make the motion of the target area and a motion of the own vehicle match. A motion control unit controls the motion of the own vehicle according to the set control amount.

Abstract: When lane change assist control for assisting a lane change from an own lane (original lane) to an adjacent target lane is performed, the determination as to whether or not another vehicle is in the target lane may be made based on the own lane width, the own vehicle's deviation from the lateral center of the own lane (own lane deviation), and the lateral position of the another vehicle. When the vehicle enters the target lane, own lane switching in which the own lane deviation changes by the lane width occurs and makes it impossible to properly perform the above determination. In view of this, after occurrence of own lane switching, the above determination is made based on a value obtained by adding the own lane width to the another vehicle lateral position or a value obtained by subtracting the own lane width from the another vehicle lateral position.

Abstract: A method of synchronizing the countershaft speed, in the direct gear, for a hybrid application. The transmission (1) comprises a main transmission (HG) comprising two parallel partial transmissions with at least one countershaft (VW), an output shaft (3), and two planetary transmissions (PG1, PG2) each comprising a carrier (ST1, ST2), sun gear (SR1, SR2) and ring gear (HR1, HR2). Each partial transmission has a transmission input shaft (4, 5), with a hollow first input shaft (4) and the solid second input shaft (5). The first planetary transmission (PG1) connects as a range group to the main transmission (HG). The main transmission (HG) comprises first (R1), second (R2), third (R3), fourth (R4) and fifth gear planes (R5) and first (S1), second (S2), third (S3) and fourth shift elements (S4). Synchronization of the countershaft speed to a target speed, in direct gear, is performed via speed control of the electric machine (2).

Abstract: A control system of a vehicle is provided, which includes an automatic transmission, a brake controller, and a processor configured to execute a neutral idle controlling module, a hydraulic pressure calculating module, a hydraulic pressure controlling module to calculate a target value of hydraulic pressure supplied to a frictional engageable element according to a given parameter, and a brake hold controlling module. The calculating module includes a first calculating submodule executed to calculate the target value in a period from an issuance of a vehicle start request when a neutral idle control is executed and a brake hold control is not executed in a vehicle stopped state until the frictional engageable element is engaged, and a second calculating submodule executed to calculate the target value so that a calculated value is lower than in the first calculation when the value of the parameter is the same.

Abstract: An arousal support system includes: a dialogue processing unit configured to output a dialogue speech in a form of a question, and obtain response speech which is a response of a driver to the dialogue speech; a response time measuring unit configured to measure a response time from the dialogue processing unit outputs the dialogue speech till the dialogue processing unit obtains the response speech; a database storing the response time measured by the response time measuring unit; a statistic calculating unit configured to calculate a statistical value of the response time based on one or more response times stored in the database; and a first estimating unit configured to derive, based on the response time measured by the response time measuring unit and the statistical value calculated by the statistic calculating unit, an estimated value of wakefulness of the driver.

Abstract: A driving consciousness estimation device is configured to estimate a driver's driving consciousness of a host vehicle as a driving readiness degree. The device includes a viewing target recognition unit configured to recognize a viewing target used for estimating the driving readiness degree based on a result of detection by an external sensor of the host vehicle, a driver's line of sight recognition unit configured to recognize a driver's line of sight, a viewing reaction index calculation unit configured to calculate a driver's viewing reaction index for the viewing target based on the driver's line of sight recognized by the driver's line of sight recognition unit, and a driving readiness degree estimation unit configured to estimate the driving readiness degree based on the viewing reaction index.

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) mapping said current-trip driving data sets to a basic historic groups; and c) calculating a performance parameter value for the current trip based upon a respective group performance parameter value for each basic historic group; wherein said basic parameter set comprises velocity, engine rotation speed, velocity change and engine rotation speed change, and/or motor load, energy consumption, motor load change and energy consumption change. 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, for different previous trips, different drivers and different vehicles; b) classifying said previous-trip driving data sets into collections corresponding to vehicle classes; c) classifying the current vehicle (100) into a current class; and d) calculating a performance parameter for the current trip based upon respective performance parameters for previous-trip driving data sets in said current collection; wherein the basic parameter set comprises vehicle velocity and engine rotation speed and/or motor load and energy consumption, and wherein the class-defining parameters comprise characteristic engine rotation speed per vehicle velocity and/or characteristic energy consu

Abstract: A method is disclosed for determining a driving range for a motor vehicle. Initially, extra-vehicle data are received, whereby the extra-vehicle data include at least one weather parameter value. A vehicle-dependent parameter value, which depends on the extra-vehicle data, is determined. The driving range for the motor vehicle, which depends on the vehicle-dependent parameter value, is determined. Also disclosed is a motor vehicle that is configured to receive extra-vehicle data, including at least one weather parameter value. The motor vehicle is configured to determine a vehicle-dependent parameter value from the extra-vehicle data. The motor vehicle is configured to determine a driving range from the vehicle-dependent parameter value. In the method and motor vehicle embodiments, the extra-vehicle data are obtained from at least one additional motor vehicle.

Abstract: A vehicle control device includes: a three-dimensional object detecting unit, an oncoming vehicle detecting unit, and an erroneous detection determination unit. The three-dimensional object detecting unit detects a three-dimensional object provided between a travel lane in which a host vehicle travels and an opposite lane in which an oncoming vehicle travels. The oncoming vehicle detecting unit detects the oncoming vehicle traveling in the opposite lane. The erroneous detection determination unit determine that the oncoming vehicle detected by the oncoming vehicle detecting unit has been erroneously detected when the oncoming vehicle detected by the oncoming vehicle detecting unit is present within a threshold range from the three-dimensional object detected by the three-dimensional object detecting unit.

Abstract: An assistance system for assisting the driver of a motor vehicle when positioning the motor vehicle at a predefined target position is provided. The target position is preferably a charging position for wireless, in particular inductive, charging of the motor vehicle. In order to position the motor vehicle, the longitudinal movement of the vehicle can be controlled manually by one or more operator control elements (e.g., accelerator pedal, brake pedal) which can be actuated by the driver. The assistance system assists the manual longitudinal control during positioning. The assistance system serves to influence the manual longitudinal control. By influencing the manual longitudinal control, the assistance system counteracts, as a function of the respective position information, the longitudinal movement of the vehicle at least for certain relative positions, in order to bring the vehicle to a stop essentially at the target position.

Abstract: A risk index transformation apparatus includes a state acquisition portion, an index calculation portion, an index transformation portion, and a support method determination portion. The state acquisition portion acquires a vehicle state. The index calculation portion calculates the risk index based on the vehicle state acquired by the state acquisition portion. The index transformation portion performs a correction operation to transform the risk index calculated by the index calculation portion using a threshold value and a value of a continuous function that continuously changes with reference to the threshold value. The support method determination portion controls a device to execute a support method based on the risk index transformed by the index transformation portion using the correction operation. The support method includes a display of warning in multiple levels, an output of alarm sound in multiple levels, or an operation restriction of a navigation device.

Abstract: A controller for the anticipatory influencing of the speed of a motor vehicle has the steps: repeatedly determining and evaluating a traffic situation ahead of the host motor vehicle on the roadway currently traveled, as well as the position of the host motor vehicle on the roadway; comparing the determined and evaluated traffic situation to a current driving situation of the host motor vehicle; and determining whether a reduction in the speed of the host motor vehicle, taking into account the determined traffic situation ahead of the host motor vehicle at a distance to be established ahead of the host motor vehicle, in the traffic situation (i) is beneficial to an extent to be established and (ii) is reducible to a target speed to be established, without braking intervention, taking into account the current speed of the host motor vehicle and the distance of the determined traffic situation from the host motor vehicle; and as a function of the determined traffic situation, applying a counterforce to an accel

Abstract: A railcar includes a first panel, a second panel, and a bottom surface. The second side panel opposes the first side panel and is substantially parallel to the first side panel. The bottom surface includes a first beam and a second beam. The first beam is coupled to the first side panel and the second side panel. The first beam is substantially parallel to a normal of the first side panel and to a normal of the second side panel. The second beam is coupled to the first side panel and the second side panel such that the second beam is adjacent to the first beam and such that the second beam forms less than a ninety-degree angle with the first beam. the first beam and the second beam define an open space in the bottom surface.

Abstract: Quick-load retail merchandising product pusher systems and methods dispense retail products, wherein the systems and methods have a fixed portion having a front end, a rear end located opposite with respect to the front end of the fixed portion, a top side and a bottom side located opposite with respect to the top side of the fixed portion. Further, the systems and methods have a movable track movably connected to the top side of the fixed portion, wherein the movable track has a front end, a rear end located opposite with respect to the front end of the movable track, a top side and a bottom side located opposite with respect to the top side of the movable track.

Abstract: A switching machine comprises a frame, a point detector bar, an indication contact assembly, at least one detector bar follower able to act on the indication contact assembly depending on the position of the point detector bar relatively to the frame, an inhibiting element jointly movable with the detector bar follower, and a cam bar translatable relatively to the frame between an unlock position and a lock position. The cam bar comprises a tongue portion which is able to be in contact with a stop of the inhibiting element when the cam bar is in its unlock position and to be away from the stop when the cam bar is in its lock position. The inhibiting element comprises a main body relatively to which the stop is vertically translatable between an active position and a passive position.

Abstract: This application describes methods and apparatus for monitoring of rail networks using fibre optic distributed acoustic sensing (DAS), especially for condition monitoring. One method involves taking (902) a first data set corresponding to measurement signals from a plurality of channels of at least one fibre optic distributed acoustic sensor (100) having a sensing fibre (101) deployed to monitor at least part of the path of the rail network (201). The first data set corresponds to measurement signals acquired as a train (202) passed along a first monitored section of the rail network. The method involves identifying (903) a speed of the train through the first monitored section and dividing (904) the first data set into a plurality of time windows. Each time window contains a different subset of the first data set, with the measurement signal for each successive channel in a time window being delayed with respect to the previous channel by a time related to the identified train speed.

Abstract: The present invention relates to a system, server, and method for automatically calculating a platform dwell time of a train. The system includes a passenger detection device configured to determine the number of passengers who board or deboard a train entering a station; an operation control server configured to calculate an appropriate dwell time of the train by using the number of passengers, which is received from the passenger detection device; and an ATO device configured to control a dwell time of the train by using the appropriate dwell time, which is received from the operation control server.

Abstract: A folding type collapsible wagon comprises a frame assembly, a tow bar assembly and wheels, wherein the tow bar assembly is arranged in front of the frame assembly, and each side frame comprises coplanar X-shaped cross tube assemblies.

Abstract: A disc golf bag cart which includes a front wheel, two rear wheels, and a cart frame. The front wheel and the rear wheel are provided at the bottom portion of the cart frame. The top portion of the cart frame includes an upper rotatable bag stabilizer, the middle portion of the cart frame includes a middle bag stabilizer, and the bottom portion of the cart frame includes a lower tightenable bag stabilizer. The disc golf bag carrying the disc golf can be secured onto the cart through the mechanisms of the upper rotatable bag stabilizer, the middle bag stabilizer, and the lower tightenable bag stabilizer. Comparing to conventional trolley cart, the disc golf bag cart of the present invention is capable of fitting disc golf bags with different shapes and sizes.

Abstract: A cart for transporting folded tables and/or folded chairs includes rear and front boards; a lower left side bar interconnecting the rear board and the front board; a lower right side bar interconnecting the rear board and the front board; first grooves vertically oriented and formed on the lower left side bar; second grooves vertically oriented and formed on the lower right side bar; an upper left side bar interconnecting the rear board and the front board; an upper right side bar interconnecting the rear board and the front board; first troughs oriented horizontally and formed on the upper left side bar; second troughs oriented horizontally and formed on the upper right side bar; and a pivotal handle secured to a rear surface of the rear board. The first grooves are aligned with the second grooves. The first troughs are aligned with the second troughs.

Abstract: In a method of operating a payload-carrying vehicle having a system configured to provide torque to ground contacting elements, the method includes, repeatedly measuring a force applied by a user to the vehicle; determining a direction and a magnitude of the measured force; determining a respective amount of torque to apply to each of the ground contacting elements as a function of the determined direction and magnitude; and providing the respective determined amount of torque to each of the ground contacting elements.

Abstract: A shopping cart with sensor system is used by customers of a retail store to collect and scan items to be purchased. The shopping cart with sensor system includes a shopping cart and a shopping cart sensor system. Items to be purchased are placed in the shopping cart, where they are automatically scanned by the sensor system. The shopping cart sensor system includes a frame and a sensor coupled to the frame. The frame rotates with respect to the shopping cart so that the sensor can collect product information from items in the shopping cart. A first and a second light bar and a microcomputer are also coupled to the frame. The product information is used to ring up the items a customer wishes to purchase, so the customer does not have to visit a checkout station to have their items rung up.

Abstract: Some embodiments are directed to a hand grip for wrapping around a handlebar. The hand grip includes a first elongated coupling member, a second elongated coupling member, and a cover arranged between the first elongated coupling member and the second elongated coupling member. The first and/or second elongated coupling member include one or more protrusions arranged to be inserted into one or more holes or recesses of the bar. The hand grip can easily be attached to for example a handlebar of a baby stroller, and can easily be removed.

Abstract: A drive mechanism which is adapted for use with a swing device includes two symmetrically-disposed electromagnetic driving units and a control unit. The electromagnetic driving units are adapted to be pivotally connected to a bottom of the swing device. The control unit is electrically connected to the electromagnetic driving units for controlling the electromagnetic driving units to be alternately activated and deactivated, so as to generate an intermittent magnetic force to drive swinging movement of the swing device. The swing device including the drive mechanism is also disclosed.

Abstract: An electrostatic sensor includes: two sensor wires disposed adjacent to each other and covered with a surface layer; and a high dielectric constant material for making a dielectric constant of a first surface layer portion included in the surface layer higher than a dielectric constant of a second surface layer portion other than the first surface layer portion. The first surface layer portion covers peripheral edge regions of the two sensor wires, and the second surface layer portion covers regions other than the peripheral edge regions of the two sensor wires.

Abstract: A steering column structure includes a rotary connector, a steering column cover, and a steering lower cover attached with a gap defined between the steering lower cover and the steering column cover. The steering column cover includes a first side wall portion defining the gap, and a first insertion hole that is disposed in the first side wall portion and into which the rotary connector is inserted. The steering lower cover includes a second side wall portion facing the first side wall portion and defining the gap together with the first side wall portion, and a second insertion hole that is disposed in the second side wall portion and into which the rotary connector is inserted. The first side wall portion includes a first dam portion disposed in a position corresponding to the rotary connector above the rotary connector.

Abstract: A steering column adjustment assembly includes a steering column that is automatically adjustable in an autonomous or semi-autonomous driving mode. Also included is a controller receiving information from at least one detection component, the controller adjusting the steering column in the autonomous or semi-autonomous driving mode to a position that is selected for an impact event, the position determined by at least one factor related to the information received from the at least one detection component.

Abstract: A displaceable steering column for motor vehicles may include an actuating unit in which a steering shaft is rotatably mounted. The actuating unit may be displaceable relative to a holding unit in the axial direction of the steering shaft, and optionally in the vertical direction, and can be clamped by means of a clamping device so that the actuating unit is fixed in an non-displaceable manner when the motor vehicle is operating normally. The steering column may also include an energy absorption device disposed between the actuating unit and the holding unit, which in the event of a vehicle crash absorbs at least part of the energy applied to the steering column by material deformation of an energy absorber. The energy absorption device may have a central portion on which an energy absorber is disposed and is engaged with the actuating unit. The central portion may be connected to a clamping portion that can be clamped by the clamping device.

Abstract: A steering system includes a tie rod and an actuator assembly. The tie rod is movably disposed within a tie rod housing. The actuator assembly includes a first member and a second member. The first member extends from an actuator. The second member has a second member first end operatively connected to the first member and a second member second end operatively connected to the tie rod. The second member first end is arranged to translate the tie rod along a first axis responsive to the actuator moving the second member first end relative to a second axis.

Abstract: A pulley assembly for a road wheel actuator assembly includes a driven pulley assembly, a driven pulley, and a belt. The driven pulley assembly includes a driven pulley and a retainer. The driven pulley is at least partially disposed about a ball nut that is operatively connected to a rack bar. The retainer is received within the driven pulley. The belt is arranged to connect the driven pulley assembly to the drive pulley.

Abstract: An electric power steering apparatus that can suppress deterioration of steering feeling by changing a current command value of a normal system in motor control by two systems when an abnormality occurs in any of the systems. The steering apparatus calculates a current command value to a motor having two-system motor windings for each system, comprises a current command value adjusting section that calculates the current command value by using a steering assist command value and a compensation current command value.

Abstract: [Problem] An object of the present invention is to provide a control method and a control unit of an electric power steering apparatus that simplifies a calculation of a transformation from a two-phase command value to a three-phase command value performed in the case of driving and controlling a motor mounted on the electric power steering apparatus, reduces a load of the calculation, and enables installation to a microcomputer.

Abstract: A method and a system are provided for optimizing the steering assistance of a vehicle. The method includes the step of comparing the steering angle of the steered wheels with a theoretical value or with the steering angle of the steering wheel.

Abstract: A driving assist system includes: a first detection unit configured to detect first rotational information that is information about rotation of a left wheel of a vehicle; a second detection unit configured to detect second rotational information that is information about rotation of a right wheel of the vehicle; and a processing unit configured to estimate a running turning radius of a running turning circle on a running route on which the vehicle drives from the first rotational information and the second rotational information.

Abstract: In a control system for steering a combination with at least one electronic control unit, with a sensor apparatus for capturing the bend angle of the combination and with a display unit, the control unit has a memory region for storing a maximum reversible bend angle, a memory region for storing an upper bend angle change threshold value, and/or a memory region for storing a left hand bend angle range and a right hand bend angle range with reference to the zero line corresponding to a straight combination. A functional unit is designed to output a recommended action for moving forward on the display unit and/or for carrying out an autonomously executed forward movement, when the presence of at least one defined situation in relation to the values related to the bend angle stored in the memory region is ascertained through evaluation of the sensor apparatus.

Abstract: Methods and motor vehicles that assist a driver are provided. In an exemplary embodiment, a method includes identifying one or more potential parking positions for a motor vehicle. Selection of a desired parking position is requested, and a suggested driving path for positioning the motor vehicle in the desired parking position is calculated. The suggested driving path is displayed to the driver on a display screen, and the suggested driving path is re-calculated as the driver drives the motor vehicle with a steering wheel. The display screen is updated with the suggested driving path after the suggested driving path is re-calculated and as the driver drives the motor vehicle with the steering wheel.

Abstract: Technical solutions described herein include a steering system that includes a motor that generates assist torque, and a controller that generates a motor torque command for controlling an amount of the assist torque generated by the motor. The steering system further includes a remote object assist module that computes a steering intervention based on a proximity of a vehicle from a detected object. The controller changes the motor torque command using the steering intervention.

Abstract: A parking assist device according to an embodiment includes: a peripheral image generation unit configured to generate a peripheral image representing conditions around a vehicle based on an imaging result of an imaging unit provided to the vehicle; a parking region acquisition unit configured to acquire a parking region where the vehicle is parkable; a display processing unit configured to display the peripheral image on a display device including a touch panel, and display a first symbol representing the parking region on the peripheral image; and an assist processing unit configured to start, when a position corresponding to the first symbol on the touch panel is touched, parking assist control for assisting parking at the parking region represented by the first symbol.

Abstract: A driving assistance system for reversing a mining haulage vehicle, particularly for reversing a haul truck into a defined target position in a loading or dumping area, wherein the driving assistance system is configured that the target position is determined based on a logged loading tool position of the earthmoving machine, wherein steering instructions are provided to a light indicator when the transmission of the haulage vehicle is shifted to reverse.

Abstract: A fuel cell vehicle comprises a fuel cell module, a discharge port through which exhaust gas including water produced in the fuel cell module is discharged, the discharge port being disposed on an under floor and between a front wheel axle and a rear wheel axle of the fuel cell vehicle, and a guiding section capable of guiding the exhaust gas to flow toward a rearward side beyond the rear wheel axle while the fuel cell vehicle is in a non-running state.

Abstract: A side vehicle body structure prevents a fastening bolt of a cowl member from being loosened while suppressing production cost. The structure includes a pair of left and right suspension towers each formed so as to expand into an engine room and supporting a buffer device of a front suspension, and a cowl member extending forward from an upper end portion of a dash panel separating the engine room from a vehicle interior. Left and right end portions of the cowl member are coupled to respective top portions of the suspension towers by a pair of fastening portions using bolts, and each fastening portion includes a first bolt fastening portion arranged inward of a corresponding center of the top portion and at least partially overlapping a line connecting the centers, and a second bolt fastening portion arranged at a front side of the first bolt fastening portion.

Abstract: A vehicle front body structure containing an upper longitudinal beam and a upper fender rail for supporting a fender of the vehicle, said upper fender rail extending in a longitudinal direction substantially parallel to the upper longitudinal beam and having a front end and a rear end spaced apart along the longitudinal direction. The resistance to plastic deformation of the upper fender rail increases from the front end of the upper fender rail to the rear end of the upper fender rail. The yield strength of the material of the rear section is greater than the yield strength of the material of the front section and/or the rear section has a greater wall thickness than the wall thickness of the front section.

Abstract: A mud flap assembly includes a flexible elongated spine to which protective scales are permanently or removable attached in a spaced apart array with an overlapping configuration. An attachment, such as an adhesive, magnets, or weatherstrip is fixed to the spine. The attachment secures the spine to a flange or edge of a fender of a vehicle.

Abstract: A bamboo and/or vegetable cane composite decking and process of manufacturing. The composite decking includes planks formed from a core of bamboo fibers and a polymer layer that covers the top, bottom, and opposing side surfaces of the core. The core includes mats of bamboo fibers stacked together into layers such that the vegetable fibers extend generally parallel to the axial direction of the core. The polymer layer includes a polymer material that protects the vegetable fibers within the core from environmental damage and provides impact resistance to increase the longevity and durability of the plank. The polymer layer can also include bamboo fibers and/or dust that are mixed in with the polymer material to further increase the toughness and durability of the polymer layer.

Abstract: A work vehicle includes a ground propulsion apparatus, a chassis, and a vehicle body. The vehicle body includes a first body part with an operator cab and a second body part. The first body part and the second body part are disposed on opposite sides of a fore-aft longitudinal center line of the work vehicle. The second body part has a front exterior surface, an inner side exterior surface, and a vertically extending chamfered exterior surface slanted in an outward-forward direction from the inner side exterior surface towards the front exterior surface to define a vertically extending chamfered corner. The chamfered exterior surface is disposed at least in an area extending from a height position corresponding to a seat index point of the operator cab to a height position corresponding to a design eye point of the operator cab.