Abstract: A vehicle having a system for detecting another vehicle is disclosed. The vehicle includes a vehicle sensor configured to sense a steering angle and a yaw rate of the vehicle. The vehicle also has a computing system configured to detect another vehicle within an adjustable angular range from a point of the vehicle. The angular range for detecting another vehicle is adjusted using at least one of the vehicle's current steering angle and yaw rate.

Abstract: A system and method for providing vehicle collision avoidance at an intersection include determining environmental parameters associated with a vicinity of the intersection. The system and method also include estimating a path of travel of a reference vehicle and a target vehicle, wherein the path of travel of the reference vehicle and the target vehicle are based on the environmental parameters and parameters pertaining to the reference vehicle and the target vehicle. Additionally, the system the method include estimating a probability of collision between the reference vehicle and the target vehicle at the intersection based on the path of travel of the reference vehicle and the target vehicle and providing a collision avoidance response, wherein a type of the collision avoidance response is based on the probability of collision between the reference vehicle and the target vehicle at the intersection.

Abstract: A method for operating a vehicle, including the following: detection of a vehicle environment; detection of a steering angle for a vehicle wheel that is defined by a steering device; ascertainment of a collision probability for the vehicle based on the detected vehicle environment and the detected steering angle in the case of an unchanged steering angle; correction of the steering angle if the ascertained collision probability is greater than or equal to a predetermined collision probability threshold in order to prevent a collision. Also described is a device for operating a vehicle and a computer program.

Abstract: A vehicle control apparatus includes a trajectory generation unit configured to generate a locus of a position of an own vehicle for each predetermined time in a future as a trajectory of the own vehicle, a target speed calculation unit configured to calculate a target speed of the own vehicle for each position on the trajectory generated by the trajectory generation unit, a traveling control unit configured to control traveling of the own vehicle on the basis of the target speed calculated by the target speed calculation unit, a derivation unit configured to derive a difference between a position on the trajectory generated by the trajectory generation unit and a current position of the own vehicle every time the predetermined time elapses, and a correction unit configured to correct the target speed calculated by the target speed calculation unit on the basis of the difference derived by the derivation unit.

Abstract: When a driver demand torque is not greater than a target braking/driving torque, the acceleration/deceleration of the vehicle is controlled depending on the target braking/driving torque, when the driver demand torque exceeds the target braking/driving torque, the acceleration/deceleration is controlled depending on the driver demand torque, when the accelerator pedal operation amount decreases after the driver demand torque exceeds the target braking/driving torque, the driver demand torque is decreased depending on the decrease in the accelerator pedal operation amount, the decrease rate of the driver demand torque depending on the decrease in the accelerator pedal operation amount is set to be smaller than the decrease rate for a case where the driver does not set a travelling speed, and the acceleration/deceleration is controlled based on the set driver demand torque, and when the accelerator pedal operation amount becomes zero subsequently, the acceleration/deceleration is controlled depending on the tar

Abstract: A control apparatus of a vehicle that calculates a feedback requested acceleration for maintaining an inter-vehicle distance to a target distance and a feedforward requested acceleration for causing the own vehicle to travel following a communicating preceding vehicle and calculates a requested acceleration of the own vehicle on the basis of the feedback and feedforward requested accelerations. The apparatus executes a control that causes the own vehicle to travel following the preceding vehicle by controlling the acceleration of the own vehicle such that the acceleration of the own vehicle corresponds to the requested acceleration of the own vehicle. The apparatus sets the feedforward requested acceleration to zero when a shift lever of the preceding vehicle is positioned at a shift position other than a shift position that causes the preceding vehicle to travel forward and the feedforward requested acceleration is larger than zero.

Abstract: A host vehicle includes a combustion engine configured to provide a propulsion torque to satisfy a propulsion demand. The vehicle also includes at least one sensor configured to detect a position of a reference vehicle. A vehicle controller is programmed to determine a path between a current host vehicle location and an upcoming intersection. The controller is also programmed to forecast a path clearance time at which the host vehicle is able to traverse the intersection in response to sensor data indicating the reference vehicle moving within the path ahead of the host vehicle. The controller is further programmed to deactivate the engine prior to a host vehicle stop based on the path clearance time being greater than a time threshold.

Abstract: Methods and apparatus are disclosed for infrastructure-centric vehicle mode selection. An example vehicle includes a GPS receiver to provide a location of the vehicle, memory storing instructions, and a processor. The example processor, when executing the instructions, causes the vehicle to (a) when the vehicle is in a vicinity of an infrastructure of interest, determine a low traction anomaly value, and (b) in response to the a low traction anomaly value satisfying a threshold, change a driving mode of the vehicle.

Abstract: An autonomous vehicle (AV) can include a set of sensors generating sensor data corresponding to a surrounding environment of the AV. The AV can further include a control system that determines imminent lighting conditions for one or more cameras of the set of sensors, and executes a set of configurations for the one or more cameras to preemptively compensate for the imminent lighting conditions.

Abstract: An apparatus for controlling an own vehicle that is a vehicle carrying the apparatus in a proper manner taking into account driver's driving maneuver tendencies is provided. The apparatus acquires travel situation information including target information regarding a target or targets around the own vehicle and travel information regarding the own vehicle, and if the travel situation information meets a prescribed travel condition, acquires driving maneuver information regarding a driving maneuver performed by the driver of the own vehicle. The apparatus stores, as a learned value, the driving maneuver information acquired by the second information acquirer in association with the prescribed travel condition, and performs automatic driving control based on the learned value stored by the learner in association with the prescribed travel condition met by the travel situation information currently acquired by the first information acquirer.

Abstract: A system and method for identifying at least one passenger of a vehicle by a pattern of movement that includes receiving at least one sensor signal from at least one wearable device. The system and method also include determining the pattern of movement based on data extracted from the at least one sensor signal and determining if the pattern of movement is consistent with at least one passenger movement pattern. Additionally, the system and method include identifying the at least one passenger of the vehicle based on the pattern of movement being consistent with the at least one passenger movement pattern. The system and method further include controlling at least one vehicle system by executing vehicle settings associated with the at least one passenger of the vehicle.

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: An Electronic Stability Control (ESC) system for a vehicle is disclosed. An electronic control unit (ECU) is programmed to reduce vehicle lateral skidding by reducing differences between an intended vehicle direction and/or yaw rate and an actual vehicle direction and/or yaw rate by applying modifications to operation of the vehicle brakes and/or throttle. The ESC system receives inputs from wheel speed sensors, a steering wheel position sensor, a yaw rate sensor and a lateral acceleration sensor. The ESC system also receives input that indicates at least a property of the road upon which the vehicle is located, wherein the road upon which the vehicle is located is determined from a positioning system that uses a map database and the property is determined from the map database. The ESC system incorporates the road property information in determining when and/or how to modify operation of the vehicle to reduce vehicle skidding.

Abstract: Systems and methods for controlling a failover response of an autonomous vehicle are provided. In one example embodiment, a method includes determining, by one or more computing devices on-board an autonomous vehicle, an operational mode of the autonomous vehicle. The autonomous vehicle is configured to operate in at least a first operational mode in which a human driver is present in the autonomous vehicle and a second operational mode in which the human driver is not present in the autonomous vehicle. The method includes detecting a triggering event associated with the autonomous vehicle. The method includes determining actions to be performed by the autonomous vehicle in response to the triggering event based at least in part on the operational mode. The method includes providing one or more control signals to one or more of the systems on-board the autonomous vehicle to perform the one or more actions in response to the triggering event.

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 zip line includes a substantially rigid track supported above a ground surface by a plurality of supports, a trolley which moves along the track, and a rider support suspended from the trolley. The track is comprised of a plurality of track segments connected together such that adjacent track segments have substantially no freedom of movement relative to each other, and such that adjacent track segments present a substantially smooth, continuous, and uninterrupted surface. The track includes a run and a flange extending upwardly from the run. The trolley comprises a frame having upper wheel mounts to which first and second upper wheels are rotatably mounted. The first upper wheels are oriented such that they engage an upper surface of the track run and the second upper wheels are oriented such that they will engage the track flange upon rotational movement of the trolley relative the track run.

Abstract: A wayside friction management system, and method for monitoring and controlling a wayside friction management system is described. The system comprises one or more wayside device for mounting with a track of a rail system. The wayside device comprises a delivery system connected to a reservoir comprising a friction control media, the delivery system for applying the friction control media from the reservoir to one or both rails of a track. The wayside device further comprises one or more data collection module located at or adjacent to the delivery system. The data collection module for collecting and transmitting data to a remote performance unit. The data may comprise performance information, track status information, information of an environment of the track, information of a train passing over the track, status of the one or more wayside device, or a combination thereof. The wayside device may comprise a power source operatively connected to one or more components of the wayside device.

Abstract: A device for communicating and monitoring railway tracks includes a plurality of communicating and monitoring terminals arranged along the tracks. Each of the terminals includes an image-capturing module, a wireless communicating module that allows for communication between the terminals and with a train, and a module for storing electrical power continuously supplying the image-capturing module and the communicating module. Each terminal also includes a power-generating module for supplying the module for storing electrical power. The power generating module recovers energy from the air displaced by the train running over the railway track. The device permits permanent monitoring by capturing images and makes permanent wireless connections available to the trains.

Abstract: In order to avoid a collision between transport units, which are moving along a transport path of a transport assembly, and/or the collision of a transport unit with a barrier and/or the surpassing of a local speed limit, for at least one transport unit (TEi) it is preemptively determined if for the transport unit (TEi) a stopping maneuver (SMi) with a predetermined cinematic may be performed, without causing a violation of these safety requirements. In case of violation of a safety requirement, the stopping maneuver is effectively activated.

Abstract: A system comprises a set of sensors on a first end of a vehicle having the first end and a second end, and a controller. The sensors are configured to generate corresponding sensor data based on a detected marker along a direction of movement of the vehicle. A first sensor has a first inclination angle with respect to the detected marker, and a second sensor has a second inclination angle with respect to the detected marker. The controller is configured to compare a time at which the first sensor detected the marker with a time at which the second sensor detected the marker to identify the first end or the second end as a leading end of the vehicle, and to calculate a position of the leading end of the vehicle based on the sensor data generated by one or more of the first sensor or the second sensor.

Abstract: A method and system for identifying cargo-carrying vehicles (CCV) to be included in a vehicle system that are non-propulsion-generating vehicles scheduled to depart from a vehicle yard and travel to one or more destination locations at a predetermined departure time. Further includes, calculating a minimum tractive effort threshold required by one or more propulsion-generating vehicles (PGV) to propel the vehicle system to the one or more destination locations along a route within a predetermined time period. And selecting a set of one or more PGV from a larger group of PGV within the vehicle yard to be included in the vehicle system. The set of one or more PGV produce a tractive effort of at least the minimum tractive effort threshold, and having at least one of a lower fuel consumption or lower emissions than selecting one or more of the remaining PGV from the larger group of PGV, respectively.

Abstract: A cart of the present disclosure has a frame, and the frame has a handle coupled to an axle and a cylindrical base. Further, the cart has at least two wheels coupled to the axle and at least a third wheel coupled to an underside of the cylindrical base. Additionally, the cart has a cylindrical housing removeably situated within the cylindrical base and a cylindrical insert removeably inserted within the cylindrical housing, the cylindrical insert configured for retaining at least one cleaning implement.

Abstract: Disclosed is a shopping cart bagging station that couples to a shopping cart, and can be used by customers to bag their purchases as they shop. The shopping cart bagging station can be made from recyclable materials and is lightweight and portable. The shopping cart bagging station can be supplied as a kit, where the kit includes a sheet of rigid material, with each of the shopping cart elements outlined with perforated lines in the sheet of rigid material. The shopping cart bagging station is constructed by separating elements along the perforated lines, and then fitting the shopping cart bagging station elements together to form the shopping cart bagging station. The shopping cart bagging station elements fit together with slot joints formed by connecting slots in the elements. The customer can separate the shopping cart bagging station elements and construct the shopping cart bagging station themselves.

Abstract: A cart basket locking assembly for securing valuables in a shopping cart includes a cart, such as for using in a supermarket. A basket is coupled to and is positioned the cart. The basket, which is positioned proximate to a first end of the cart, has a top that is open. A cover is hingedly coupled to the basket. The cover is selectively and lockably couplable to the cart to close the top of the basket. The cover is positioned to selectively couple to the cart to close the top of the basket. The cover also is positioned to be locked to secure at least one article, such as a purse, within the basket.

Abstract: A dolly assembly comprises a base, a plurality of pneumatic cylinders connected to the base, a plurality of wheel assemblies connected to the plurality of pneumatic cylinders, and a pressure relief mechanism. The base has an outer surface configured to support cargo. The pressure relief mechanism is configured to bleed pressure from the plurality of pneumatic cylinders when the base is oriented at or exceeding a set angle.

Abstract: A stroller includes a left side support frame; a right side support frame; and a connecting frame which connects the left and right side support frames together, and which defines a seat rest for a child; wheels rotatably connected to a front and rear of each support frame; at least one rear footboard connected to a rear end of the stroller; an adjustment assembly which rotatably connects the rear wheels to a rear of the support frames, between a first inward operative position and each rear footboard to a vertical position for use when a child is not standing on the at least one rear footboard and a second outward operative position and each rear footboard to a horizontal position which increases a footprint of the stroller for use when a child is standing on the at least one rear footboard.

Abstract: A conversion kit for a snow vehicle has a front assembly component, the front assembly component has a front ski, a bracket that is attached to the front ski, two extension arms that are pivotally attached to the bracket extending upwardly from the front ski, and a rear assembly component having a two or more adjacent members, a mount attached to the pivot unit, comprising a clamping attachment on one end configured to retain a section of the frame on another end, a ski attachment terminating each adjacent member, a pivot unit, comprising at two horizontal pivot bars pivotally connecting the adjacent members at its ends, and pivotally connected to the mount at a midpoint, wherein the one or more horizontal pivot bars move the adjacent members interdependently, and wherein each member extends from a common pivot unit and terminates at a ski attachment.

Abstract: There is provided a steering device having a configuration in which a movable bracket can move relatively to a fixed bracket along with a steering member toward the downstream side in a movement direction, at the time of the second collision. A sliding member that is assembled to the movable bracket includes a main body section and a bent section. The main body section is provided, in the movement direction, over an entire length of a top surface of the movable bracket, which faces the fixed bracket, is inserted between the top surface and the fixed bracket, and rubs against the fixed bracket at the time of the second collision. The bent portion is latched to the movable bracket from the downstream side in the movement direction.

Abstract: A steering system includes a fastening mechanism that makes an upper jacket fastened to be held by a lower jacket. In a fastened state of the fastening mechanism, a first tooth member on the upper jacket side is meshed with a second tooth member on the lower jacket side. The second tooth member is connected to the lower jacket via a guide shaft (connecting member) that is fracturable during a secondary collision. During the secondary collision in an unfastened state of the fastening mechanism, a second engagement portion (driving member) that moves in a column axial direction integrally with the upper jacket abuts on the second tooth member in an unmeshed state to fracture the guide shaft, and deforms an impact absorbing member via the second tooth member to absorb an impact.

Abstract: A control system and method of operating a vehicle having an active driver assistance system includes receiving, from a steering wheel torque sensor, a measured torque applied to a steering wheel of the vehicle by a driver of the vehicle, obtaining a steering torque request for an active steering feature of the active driver assistance system, determining a steering torque request limit for the active steering feature based on the measured steering wheel torque, wherein an increase in the steering wheel torque corresponds to a decrease in the steering torque request limit and vice-versa, limiting the steering torque request based on the steering torque request limit, wherein the limited steering torque request is greater than zero, and commanding a steering actuator as part of the active steering feature based on the limited steering torque request, the steering actuator being configured to control steering of the vehicle.

Abstract: The present disclosure relates to a rack assist type power steering apparatus that includes: a ball nut that is rotated by the rotating force transmitted from a motor and has an internal screw groove formed in the inner circumferential surface thereof; and a rack bar that has an external-screw-groove-formed part that has an external screw groove formed in the outer circumferential surface thereof, and is coupled with the ball nut by a ball, wherein the external screw groove has a first curved portion and a second curved portion connected to each other, and is formed such that a contact angle formed by a line that is normal to a tangent line at a point where the ball makes contact with the first curved portion and a line that is normal to a tangent line at a point where the ball makes contact with the second curved portion gradually decreases from the central portion toward opposite end portions of the external-screw-groove-formed part, thereby reducing friction generated when the ball performs a rolling motio

Abstract: A method controls a power-steering assistance of a motor vehicle internal combustion engine that includes an automatic engine stop/restart system and an electric or electrohydraulic power-assisted steering system. The method includes providing, during an automatic engine-stopping phase of the automatic stop/restart system, a steering assistance torque less than an assistance saturation value which is less than a nominal steering assistance value, and maintaining the steering assistance torque during an automatic engine-restart phase.

Abstract: A bearing assembly for bearing a steering shaft includes a bearing housing, a bearing, and a damping disk. The housing has two housing sections. The bearing is integrated into the damping disk. The damping disk is positioned so that an inner wall of a first housing section radially supports a circumferential side of the damping disk, and such that a second housing section is axially supported by the damping disk.

Abstract: A rear wheel steering apparatus may include: a driving part housed in a housing part; a rotating part rotated by the driving part; a moving shaft part connected to tie rods, and screwed to the rotating part; a spline plate spline-coupled to the moving shaft part so as to restrict rotation of the moving shaft part; and a space maintaining part protruding from the moving shaft part or the spline plate, and maintaining a space between the moving shaft part and the spline plate.

Abstract: A backing system for a vehicle-trailer unit includes an input device for providing a input used to determine a first and second requested hitch angle. The first hitch angle is disposed within a standard range of motion of the input device while the second hitch angle is disposed within a maximum range of motion, different from the standard range of motion. Movement of the input device in the standard range of motion limits the requested hitch angle to a first maximum value to prevent jack-knifing of the vehicle-trailer unit. However, movement of the input device in the maximum range of motion does not limit the actual hitch angle.

Abstract: A vehicle with a load space to provide a chassis comprising a framework (10) comprising a pair of spaced-apart elongate longitudinal members (12, 14) connected by a pair of spaced-apart elongate lateral members (20, 22) and bracing for the thus-defined framework, a rear suspension attached to the rearmost lateral member (20) and comprising a trailing-arm arrangement (52), and a front suspension attached to the front most lateral member (22) and comprising a leading-arm arrangement (58). This creates a rigid core for the chassis, which also provides all four suspension mounting points.

Abstract: A vehicle lower section structure includes: a suspension member, formed in a frame shape, including left and right side-rails extending in a vehicle front-rear direction, and front and rear cross members coupling the left and right side-rails together in a vehicle width direction; a contactless charger fastened to both a left side and a right side of a front portion and a rear portion of the suspension member, and being supported by the suspension member; and an electrical component disposed above the contactless charger and is electrically connected to the contactless charger, the electrical component is fastened to both the left side and the right side of the front portion and the rear portion of the suspension member and is supported by the suspension member.

Abstract: A cellular structure may include a plurality of cells each cell of the plurality of cells having a fourteen-cornered cross section. The fourteen-cornered cross section may include fourteen sides and fourteen corners. Each cell may include a plurality of longitudinal walls extending between a top and a bottom of the cell, the longitudinal walls intersecting to create corners of the cell.

Abstract: A vehicle body lower portion structure includes: a lower frame member formed as a chamber that extends in a vehicle body longitudinal direction, having a guide portion at inner surfaces of wall portions that structure the chamber, the lower frame member being disposed at a vehicle body lower side; and a reinforcing member formed as a second chamber that extends in the vehicle body longitudinal direction, having a plurality of projections at outer surfaces of wall portions that structure the second chamber, the reinforcing member being provided within the chamber of the lower frame member in a state in which the plurality of projections are made to contact the guide portion.

Abstract: An instrument panel reinforcement in a tubular shape according to one aspect comprises a large-diameter portion that supports a steering column, a small-diameter portion that has an outer diameter smaller than an outer diameter of the large-diameter portion and has a thickness smaller than a thickness of the large-diameter portion, and an intermediate portion that is arranged between the large-diameter portion and the small-diameter portion. The intermediate portion is formed integrally with the large-diameter portion and has an outer diameter smaller than the outer diameter of the large-diameter portion.

Abstract: A cowl cover arrangement for a motor vehicle has a cowl cover which adjoins a lower end of a front pane and extends in the direction of a width of the motor vehicle. The cowl cover arrangement further has a first wall for collecting water flowing from the front pane over the cowl cover. The cowl cover arrangement further has a second wall for collecting water flowing over or through the first wall. At least one water outlet discharges the water collected by the second wall.

Abstract: The present invention is provided with a roof side rail, a side outer panel that is formed of a dissimilar metal material having a higher electrical conductivity than the roof side rail, and a metal layer that is formed of the same metal material as the roof side rail and is disposed between the roof side rail and the side outer panel. Forming a nugget, which is a joint portion, between the roof side rail and the metal layer by carrying out resistance welding with the metal coating disposed between the roof side rail and the side outer panel makes it possible to accommodate the enhanced strength of an iron member and to render prepared hole processing unnecessary.

Abstract: A compensator assembly for a vehicle frame includes a base member having a clip engaging a first frame component spaced from a second frame component. An extension member is threadably coupled with the base member. A fastener extends coaxially through the base and the extension members to engage the first and second frame components. Rotation of the fastener unthreads the extension member until it contacts the second frame component.

Abstract: The invention provides a method of assembling a roof of a cargo body. A plurality of sidewalls are provided, each comprising a side panel and an upper rail coupled to the side panel. A roof panel is located above the plurality of sidewalls adjacent the upper rails. A roof bow extends between the upper rails below the roof panel. The roof bow is fixed to a track of one of the upper rails with a fastener.

Abstract: A clamp assembly is provided for securing a panel or fairing to an I-beam, and comprises a pair of side blocks and a clamping block having a central body and a flat surface at at least one end of the central body. The side blocks and the clamping block are secured together using a single bolt. The flat surface at the end of the central body is positioned at an angle to the central body, so as to provide an angled surface for mounting of a fairing.

Abstract: Embodiments of the disclosure provide a foldable/retractable and unfoldable/deployable, rearwardly tapered aerodynamic assembly for use on the rear trailer bodies and other vehicles that accommodate dual swing-out doors. The aerodynamic assembly includes a right half mounted on the right hand door and a left half mounted on a left hand door. Each half can be constructed with a side panel, top panel and bottom panel, which each form half of an overall tapered box when deployed on the rear of the vehicle, the bottom panels and top panels being sealed together at a pair of overlapping weather seals along the centerline.

Abstract: A deflector arrangement for a tractor is provided, the tractor being connectable to a trailer that forms an aerodynamic drag source. The deflector arrangement includes a deflector, a mount for connecting the deflector to the tractor, an arrangement for selectively deploying and retracting the deflector relative to the tractor, a sensor arranged to sense that the trailer that forms the aerodynamic drag force is attached to the tractor and send a loaded signal in response thereto, and a controller arranged to receive the loaded signal from the sensor and to control the selectively deploying and retracting arrangement to deploy the deflector in response to the loaded signal.

Abstract: Aerodynamic system for motor vehicle includes at least one vortex generator which generates a vortex by creating a periodic air jet able to be positioned downstream of at least one boundary layer separation region of at least one bodywork element of a vehicle, the boundary layer separation region generating a turbulent zone includes a shear layer and a main returning vortex, the vortex generator including at least one orientable nozzle able to generate vortices moving in a defined direction toward the shear layer and the main returning vortex, in a different plane from the shear layer.

Abstract: A vehicle includes a vehicle body arranged along a longitudinal body axis in a body plane and having a first vehicle body end configured to face oncoming ambient airflow when the vehicle is in motion relative to a road surface. The vehicle also includes an active hybrid spoiler assembly mounted to the vehicle body and configured to control a movement of the ambient airflow along the longitudinal body axis. The spoiler assembly includes at least one stanchion mounted to the vehicle body, and first and second wing-shaped side-sections moveably connected to the stanchion(s). The spoiler assembly further includes a mechanism configured to selectively and individually shift each of the first wing-shaped side-section and the second wing-shaped side-section relative to the at least one stanchion to thereby adjust a magnitude of the aerodynamic downforce generated by each of the first wing-shaped side-section and the second wing-shaped side-section on the vehicle body.

Abstract: A spare tire release device is provided for a motor vehicle. That spare tire release device includes a wheel cradle, a first slider mechanism to displace the wheel cradle in a first direction and a second slider mechanism to displace the wheel cradle in a second direction whereby the wheel cradle may be maneuvered for easy access to a spare tire and wheel held in the cradle.