Abstract: A solenoid valve for brake system includes a valve housing installed in a modulator block, and having an oil flow path; a valve seat installed in the inside of the valve housing, and forming an orifice; an armature configured to move up and down by a magnet core in the valve housing, and to open or close the orifice; a sleeve coupled with the valve housing, and accommodating the armature therein; a restoring spring configured to provide an elastic restoring force to the armature to close the orifice normally; and a damper member interposed between the magnet core and the armature.

Abstract: Disclosed is a rail braking system including a detection and storage device designed to receive first information representing the position of a device for locking a service brake piston, to receive second information representing the supply of a service brake pressure chamber with a pneumatic pressure agent, to deduce information representing the application of a parking brake from the first and second information, and to store the deduced information; as a result of which the information representing the application of the parking brake is kept even if the service brake pressure chamber is no longer supplied with the pneumatic pressure agent.

Abstract: A pedal simulator is disclosed. The pedal simulator is connected to a master cylinder, receives hydraulic pressure corresponding to a pedal effort of a driver of a vehicle, and provides pedal feel to the driver. The pedal simulator includes a simulator block, an upper part of which includes an oil port connected to the master cylinder, configured to include a bore communicating with the oil port, and a reaction force portion provided in the bore, configured to be pressurized by oil introduced through the oil port during braking of the vehicle, and provide reaction force. An upper end of a reaction force piston of the reaction force portion that moves back to an original position thereof during release of the braking is provided with a buffering member formed of rubber by which the simulator block is not in contact with the upper end of the reaction force piston.

Abstract: A system and method for warning a vehicle of brake deterioration including (i) detecting conditions that impact brake performance of a primary vehicle through a plurality of sensors; (ii) receiving information from the plurality of sensors; (iii) determining data for a brake event; (iv) storing the brake event data in a bin; (v) determining an average of the brake data for the bin; (vi) determining whether a rate at which the average of the brake data for the bin is increasing over time is greater than a first predetermined threshold; (vii) flagging the bin when the average of the brake data for the bin is increasing over time greater than a first predetermined threshold; (viii) determining whether a number of flagged bins is greater than a second predetermined threshold; and (ix) generating an alert to a driver when the number of flagged bins is greater than the second predetermined threshold.

Abstract: A vehicle displays a result of monitoring whether a loaded condition is abnormal based on a lining wear condition of a brake. The vehicle includes a lining wear condition detector to detect the lining wear condition of the brake, a load detector to detect a loaded condition, a controller to monitor whether the detected loaded condition is abnormal based on the lining wear condition, and a display to display a monitoring result.

Abstract: An apparatus is described that receives a brake control signal from the brake controller of a tow vehicle, and displays characteristics of that brake control signal including commanded brake force. The apparatus includes a data processor, brake simulation circuitry, brake integration circuitry, and display circuitry. The brake simulation circuitry sequentially applies several parallel resistors to the brake control signal in response to commands received from the data processor. These parallel resistors cause the load current on the brake controller to ramp up, mimicking the electrical signature of electric trailer brakes. At the same time, the brake integration circuitry integrates the brake control signal. Lastly, the display circuitry displays an indication of a value of the integrated brake control signal.

Abstract: The present disclosure relates to a technique for improving durability of a clutch and shifting stability. The present disclosure provides a method of controlling a clutch of an automated manual transmission (AMT) vehicle, which reduces a micro-slip control time in order to improve durability of the clutch by performing a full-lock control of the clutch after slip control for learning a clutch characteristic curve. Additionally, the method shortens time to open the clutch for a subsequent shifting by predicting the time when a shift restarts after the full-lock control and by resuming the micro-slip control.

Abstract: A control system for a continuously variable transmission (CVT) is provided. The control system includes a shift mode switch, an actuator and a controller. The shift mode switch is selectable between a plurality of modes. The actuator is in operational communication with the CVT to selectively override normal shifting characteristics of the CVT. The controller is in communication with the shift mode switch. The controller is configured to control the actuator to selectively override the normal shifting characteristics of the CVT based at least in part on a select mode configuration selected by the shift mode switch.

Abstract: A method for controlling gear shifting of a hybrid electric vehicle, which is configured for reducing gear-shifting time, minimizing loss by a drive system, improving fuel efficiency and enhancing drivability and which enables a driver to feel a change in acceleration when the driver manipulates the accelerator pedal during power-on upshift active control operation may include speed control of the driving source of the vehicle based on a change rate of a transmission input speed and feedforward control of the clutch of the engagement element in the transmission, to which a driver requested torque is reflected, which are performed at the same time during power-on upshift active control operation, facilitating the driver to feel a change in acceleration which is produced by his or her driving manipulation.

Abstract: A method for operating a drive train of a motor vehicle having a combustion engine and a further machine, the two drives proportionally supplying a torque for the motor vehicle, and a temperature of an exhaust gas of the motor vehicle is ascertained and the shares of the generated torque by the combustion engine and the further machine are adapted as a function of the temperature of the exhaust gas.

Abstract: A method of controlling vehicle stopping is provided. The method includes dividing an open space from a closed space, in which a gate is connected to the ground, to apply an open space stop control mode to the open space and to apply a closed space stop control mode to the closed space. Additionally, spatial division stop control is performed in which a control condition for each of an engine power, a vehicle interior temperature, and a battery state of charge (SOC) is varied between the open space stop control mode and the closed space stop control mode when a vehicle enters the closed space.

Abstract: A second motor is connected to a shaft. A power transmission mechanism is configured to transmit power from the shaft and power from a second motor to a driving wheel. A power switching mechanism is connected to a first motor, the shaft, and an internal combustion engine. The power switching mechanism is switchable to a first state in which power transmission between the first motor and the shaft is allowed, a second state in which power transmission between the first motor and the shaft is inhibited and power transmission between the first motor and the internal combustion engine is inhibited, and a third state in which power transmission between the first motor and the internal combustion engine is allowed.

Abstract: A method for automated parking of a vehicle. The vehicle comprises a plurality of proximity sensors configured to detect the proximity of an object in the vicinity of the vehicle. The method comprises, in the vehicle: receiving a command to perform a parking maneuver; determining an expected parking area for the vehicle; determining a movement direction of the vehicle for reaching the expected parking area; determining a maneuver zone in the vicinity of the vehicle in the direction of the expected parking area; determining that only one object is located in the maneuver zone; determining that the object located in the maneuver zone is an authorized user of the vehicle; verifying that the authorized user moves out of the maneuver zone, thereby establishing that the maneuver zone is clear; and performing the parking maneuver.

Abstract: System, methods, and other embodiments described herein relate to identifying rear indicators of a nearby vehicle. In one embodiment, a method includes, in response to detecting a nearby vehicle, capturing signal images of a rear portion of the nearby vehicle. The method includes computing a braking state for brake lights of the nearby vehicle that indicates whether the brake lights are presently active by analyzing the signal images according to a brake classifier. The method includes computing a turn state for rear turn signals of the nearby vehicle that indicates which of the turn signals are presently active by analyzing regions of interest from the signal images according to a turn classifier. The brake classifier and the turn classifier are comprised of a convolutional neural network and a long short-term memory recurrent neural network (LSTM-RNN). The method includes providing electronic outputs identifying the braking state and the turn state.

Abstract: The invention relates to a method for manoeuvring a motor vehicle (1), in which a trajectory for manoeuvring the motor vehicle (1) is determined, during the manoeuvring of the motor vehicle (1) along the trajectory, a notification distance (DTH), which describes a distance to a turning point of the trajectory, and a collision distance (DTC), which describes a distance to an object (8) in a surroundings (7) of the motor vehicle (1), are determined and, on the basis of the notification distance (DTH) and the collision distance (DTC), a distance to go (R) until the actuation of a brake system of the motor vehicle (1), is determined, wherein, on the basis of changes in the time curve of the notification distance (DTH), a corrected notification distance (DTHk) is determined in an ongoing manner, on the basis of changes in the time curve of the collision distance (DTC), a corrected collision distance (DTCk) is determined in an ongoing manner, and the distance to go (R) is determined on the basis of the corrected no

Abstract: A vehicle control device includes at least one electronic control unit configured to recognize at least one object, calculate a time to collision, operate first driving assistance, when the time to collision is equal to or less than a first threshold value, operate second driving assistance for avoiding the collision between the at least one object and the host vehicle or reducing damage of the collision, when the time to collision is equal to or less than a second threshold value smaller than the first threshold value, and set, while the first driving assistance is operated, the second threshold value to a second setting value smaller than a first setting value set when the first driving assistance is not operated, when a second target object causing the second driving assistance to operate is the same object as a first target object causing the first driving assistance to operate.

Abstract: The driving support ECU performs a steering control for changing a steering angle in such a manner that an own vehicle travels along a target path. When a state in which holding state information does not satisfy a first condition continues for a first time threshold or more, the ECU starts a first alert and continues the steering control. The holding state information includes information indicative of a steering torque and represents a holding state of a steering handle by a driver. When a state in which the holding state information does not satisfy a second condition for a second time threshold or more after the first alert is started, the ECU starts a deceleration control. The second condition is a condition satisfied when the holding state information indicates that the driver holds the steering handle more firmly than when the holding state information satisfies the first condition.

Abstract: A mobility device that can accommodate speed sensitive steering, adaptive speed control, a wide weight range of users, an abrupt change in weight, traction control, active stabilization that can affect the acceleration range of the mobility device and minimize back falls, and enhanced redundancy that can affect the reliability and safety of the mobility device.

Abstract: A vehicular control system includes a control disposed at a vehicle. A camera is disposed at the vehicle and has a field of view exterior and at least forward of the vehicle. The control is operable to at least partially control driving of the vehicle responsive to determination of an emergency driving condition. The control, responsive to determination of an emergency driving condition, determines a target stopping location ahead of the vehicle at a road along which the vehicle is traveling. The control determines the target stopping location responsive at least in part to processing of image data captured by the camera. The control, responsive to determination of the target stopping location, at least partially controls driving of the vehicle to the target stopping location.

Abstract: This disclosure provides a system and a method for determining a collision point of vehicle. According to the system and method, a wheel shape of an object moving in a direction crossing a travel direction of a vehicle is recognized, and a movement angle between the moving object and the vehicle is calculated using the recognized wheel shape. Also, a lateral direction speed and a longitudinal direction speed of the object are accurately calculated using a movement speed of the object and the movement angle of the object, and thus it is possible to accurately determine a time point of collision between the vehicle and the object and prevent collision between the vehicle and the object.

Abstract: A lane departure avoidance system includes: a recognition unit that recognizes a road edge of the road, and recognizes an outer line as a dividing line drawn on a road-edge side of a lane closest to the road edge; and an assist implementation unit that provides, within an area including the lane closest to the road edge and extending to the road edge, a forbidden position over which a vehicle is forbidden from going toward the road edge, and implements traveling assistance such that the vehicle does not go over the forbidden position. The system includes a shoulder width calculation unit that calculates, as a shoulder width, a width from the outer line to the road edge. The wider the shoulder width calculated by the shoulder width calculation unit is, the closer the forbidden position is set to the road edge by the assist implementation unit.

Abstract: A peripheral vehicle is detected from an image captured by a camera, and the tire grounded portion of the peripheral vehicle is specified. Whether the color of a peripheral region of the specified tire grounded portion is white is determined. If the color is white, it is determined that the road condition of a traffic lane where the peripheral vehicle is traveling is snow.

Abstract: The vehicle control device 100 comprising: a control part (ECU 10) for executing vehicle speed control for a vehicle 1 during execution of a driving support mode; a speed limit recognition part (ECU 10, navigation device 26) for acquiring a speed limit of a traveling road 3; and a traveling vehicle detection part (ECU 10) for acquiring an inter-vehicle distance and/or a relative speed with respect to a second vehicle (2a, 2b) being traveling forward/rearward of the vehicle 1, wherein the control part (ECU 10) increases/decreases the vehicle speed of the vehicle 1 to the speed limit, during the vehicle speed control, wherein the control part (ECU 10) is operable to set an acceleration/deceleration during the vehicle speed control, according to the inter-vehicle distance and/or the relative speed with respect to the second vehicle (2a, 2b) (S13 to S22).

Abstract: A driving support apparatus for an own vehicle includes a lane keeping assist control unit. When an interrupting vehicle enters ahead of the own vehicle in (i) a situation in which no preceding vehicle is present ahead of the own vehicle, or (ii) a situation in which a preceding vehicle is present ahead of the own vehicle, while a deviation angle formed between a direction of a traveling trajectory of the interrupting vehicle and a traveling direction of the own vehicle is larger than a threshold, the lane keeping assist control unit is configured not to perform a lane keeping assist control based on the traveling trajectory of the interrupting vehicle, and is configured to discard the traveling trajectory of the interrupting vehicle. On and after the deviation angle becomes equal to or smaller than the threshold, the lane keeping assist control unit is configured to perform the lane keeping assist control based on the traveling trajectory of the interrupting vehicle.

Abstract: A control-target vehicle setting apparatus sets a control-target vehicle that serves as a target for driving assistance control. The control-target vehicle setting apparatus includes a detection signal acquiring unit and a setting control unit. The detection signal acquiring unit acquires a first detection signal that indicates a target by an image and a second detection signal that indicates a target by a reflection point. The setting control unit sets an acquired forward target as the control-target vehicle when the forward target is associated with an integration history that indicates that the forward target has been determined to be a vehicle using the first detection signal and the second detection signal in an integrated manner, even when the forward target is not associated with a movement history that indicates that the forward target has been detected as being a moving object.

Abstract: A driving support ECU performs a following-travel steering control. The driving support ECU selects an other vehicle which is present on a traveling course of the own vehicle as a target candidate vehicle. When a specific condition is satisfied, the driving support ECU determines a preceding vehicle traveling on a traveling trajectory which has been generated up to a present time point as a following-travel steering target vehicle. When the specific condition is not satisfied, the driving support ECU determines the target candidate vehicle which has been selected in the present calculation timing as the following-travel steering target vehicle.

Abstract: A driving support ECU retains an already-present traveling trajectory of a first vehicle to determine a target traveling line based on the retained already-present traveling trajectory during a specific period. When a specific situation occurs in the specific period, the driving support ECU produces a traveling trajectory of the first vehicle in such a manner that the traveling trajectory of the first vehicle is continuous with the already-present traveling trajectory based on position information of the first vehicle and the retained traveling trajectory to determine the target traveling line based on the produced traveling trajectory.

Abstract: Aspects of the disclosure relate to stopping a vehicle. For instance, a vehicle is controlled in an autonomous driving mode by generating first commands for acceleration control and sending the first commands to an acceleration and/or steering actuator of an acceleration system of the vehicle in order to cause the vehicle to accelerate. Acceleration and/or orientation of the vehicle is monitored while the vehicle is being operated in an autonomous driving mode. The monitored acceleration and/or orientation is compared with the first commands. An error with the acceleration and/or steering system is determined based on the comparison. When the error is determined, the vehicle is controlled in the autonomous driving mode by generating second commands which do not require any acceleration and/or steering.

Abstract: A vehicle control system includes a controller that sets a target area, and that executes a lane change of the host vehicle toward the set target area, the target area being an area which is a target for the host vehicle when performing the lane change to an adjacent lane which is adjacent to an own traffic lane on which the host vehicle is traveling, and a direction indicator controller that determines a timing for operating a direction indicator installed on the host vehicle on the basis of a relative relationship between the host vehicle and a vehicle that is traveling in front of or at rear of the target area set by the controller and the host vehicle.

Abstract: A vehicle drive device includes a control portion that is allowed to execute a control mode that controls multiple hydraulic elements to cause a vehicle in a stop state of an engine to start moving. The control mode starts controlling part of the multiple hydraulic elements before the engine is started, by using oil pressure accumulated in an accumulator (S8). The control mode starts controlling the rest of the multiple hydraulic elements by using oil pressure that is provided after the engine is started (S16).

Abstract: Disclosed herein are an apparatus for detecting a road surface state in motor-driven power steering (MDPS) and a method for controlling the apparatus. The apparatus may include a column torque sensor to detect column torque applied to a steering column and to output a column torque signal; a steering angle sensor to detect a steering angular velocity of a steering wheel; a vehicle speed sensor to detect a driving speed of a vehicle; and a road surface determiner to determine a road surface state based on a boost gain, which is calculated based on the driving speed and the column torque, and on a phase offset between the column torque and the steering angular velocity and to output a road surface determination signal.

Abstract: A method for determining an incline of a road on which a vehicle is located includes importing image data of an environment of the vehicle, the image data being generated by an image sensor. The method further includes identifying a defined reference object in the environment of the vehicle from the image data and identifying a relationship between the identified reference object and a defined reference system of the image sensor. The method also includes estimating the incline of the road on the basis of the identified relationship and providing a signal representing the incline of the road.

Abstract: An operator monitoring system for use in a ground based vehicle is provided. The operator system includes a monitoring system to collect information regarding one of a state of the vehicle and an environment in which the vehicle is operating. A core platform configured to determine one of a condition or an object based at least in part on information from the monitoring system. A response system configured to generate a warning corresponding to the condition or the object. And an interface to present the warning to an operator.

Abstract: A conveyance amount controlling apparatus includes a control state detector, a road surface state detector, and at least one conveyance amount controller including a conveyance device conveying, to a driver, information representing a road surface state and a conveyance amount controlling device controlling a vibration conveyance amount as a conveyance amount of a vibration caused by a road surface irregularity. A second conveyance amount, as the vibration conveyance amount obtained when a road surface state amount less than a first threshold is detected by the road surface state detector, is less than a first conveyance amount, as the vibration conveyance amount obtained when execution of an automatic driving control is not detected by the control state detector. A third conveyance amount, as the vibration conveyance amount obtained when the road surface state amount equal to or greater than the first threshold is detected, is greater than the second conveyance amount.

Abstract: Provided are a signal processing system and a signal processing method for sensors of a vehicle. More particularly, the signal processing system includes: a vehicle sensor unit 100 including the plurality of sensors previously provided in the vehicle and transmitting sensing information acquired through the sensors; an arithmetic and control unit 200 receiving sensing information from the vehicle sensor unit 100, and comparing and analyzing the received sensing information to discriminate only normal sensing information from the sensing information and set and transmit the normal sensing information as output information; and a display unit 300 including a plurality of displays previously provided in the vehicle, transmitting the output information received from the arithmetic and control unit 200 to the matched display of the plurality of displays, and outputting the output information through the matched display of the plurality of displays.

Abstract: A driver assistance system of a vehicle includes a vision sensor and a non-imaging sensor sensing forward of the equipped vehicle. The control, responsive to processing of captured image data and to processing of captured sensor data, provides a driver assistance function. The control, via to processing of captured image data and captured sensor data, detects the presence of vehicles. The control may disable at least part of the driving assistance function at least in part responsive to the control detecting a vehicle via one of (i) processing of image data captured by said vision sensor or (ii) processing of sensor data captured by the non-vision sensor, and failing to detect that detected vehicle via the other of (i) processing of image data captured by said vision sensor or (ii) processing of sensor data captured by the non-vision sensor.

Abstract: Aspects of the present disclosure relate to vehicle systems including one or more control computing devices configured to send commands to one or more actuators of the vehicle in order to control deceleration, acceleration, and steering. The vehicle may include user input devices for allowing a driver to control the one or more actuators in order to control deceleration, acceleration, and steering. The computing devices are configured to operate in a manual driving mode where commands from the control computing devices are invalidated and ignored by the actuators, a first autonomous driving mode where the control computing devices are configured to send the commands to control the actuators and inputs from the user input devices are prioritized over the commands; and a second autonomous driving mode wherein the control computing devices are configured to send the commands to control the actuators and inputs from commands are prioritized over inputs from the user input devices.

Abstract: A system includes an impairment sample module, impairment value calculator module, threshold comparison module, warning alert module, and intervention module. The impairment sample module may be configured to obtain a first impairment sample for an operator of a vehicle while the vehicle is running. The impairment value calculator module may be configured to calculate a first impairment value based on the first impairment sample. The threshold comparison module may be configured to compare the first impairment value to a first threshold value corresponding to a first range of impairment and a second threshold value corresponding to a second range of impairment. The warning alert module may be configured to generate a warning alert in response to determining that the first impairment value exceeds the first threshold value. The intervention module may be configured to execute driver intervention protocol if the first impairment value exceeds the second threshold value.

Abstract: A pre-collision control ECU performs a pre-collision control in order to preventing a collision between the own vehicle and the object when a control start condition is satisfied. The ECU acquires a velocity threshold Vsth corresponding to a region in which the own vehicle travels based on information to specify the region. When an allowance condition has been satisfied before a timing at which the control start condition is satisfied, the ECU performs the pre-collision control. When the allowance condition has not been satisfied before the timing, the ECU does not perform the pre-collision control. The allowance condition is a condition that an accelerator operation amount is equal to or greater than an operation amount threshold and a vehicle velocity is equal to or lower than the acquired velocity threshold.

Abstract: An information display apparatus for a vehicle includes a surrounding information acquisition unit, and a display. The surrounding information acquisition unit is configured to acquire information on a surrounding environment of the vehicle, and the display is configured to be able to display the surrounding environment and a content of a course or running of the vehicle depending on the surrounding environment. The display is capable of selectably displaying an icon that comprehensively represents the content of the course or the running of the vehicle and the surrounding environment responsible for the content of the course or the running. When the icon is selected, the display displays detailed information on the content of the course or the running of the vehicle and the surrounding environment responsible for the content of the course or the running.

Abstract: The present disclosure provides in some embodiments a driving method, including steps of: collecting vehicle information in real time, the vehicle information including whole-view information about a driving scene; transmitting the vehicle information to a remote driving terminal, so that the remote driving terminal generates and displays a current virtual reality scene of the vehicle in accordance with the vehicle information and receives a control instruction to generate driving information, the driving information including at least one of control information and auxiliary information; receiving the driving information from the remote driving terminal; and performing a controlled driving operation or an auxiliary driving operation in accordance with the driving information.

Abstract: An automatic driving control device changes the degree of automation during an automatic control or the degree of change to the vehicle behavior during the automatic control, on the basis of the peripheral monitoring state of a driver, and on the basis of how easy it is to perform a switching operation for prioritizing manual control over automatic control. Thus, the automatic driving control device makes it possible to ensure the convenience of automatic control, by dynamically changing the degree of automation or the degree of change to the vehicle behavior, without uniformly stopping automatic control of steering and acceleration.

Abstract: The present disclosure relates to a system and method of alarm for a vehicle. The present disclosure describes a alarm system for a vehicle for allowing a driver to practice a defensive drive in a weather environment which is hard to recognize the situation around the vehicle. An embodiment provides a alarm system for a vehicle including a camera operable to be disposed at the vehicle so as to have a field of view exterior of the vehicle, where the camera configured to capture image data, an image processor operable to process image data captured from the camera; a plurality of sensors disposed at the vehicle for sensing at least one of a front, side, or rear so as to capture sensing data, an alarm device for alerting a driver when detecting an object located in blind spot of the rear of the vehicle, and controller including at least one of processor configured to process at least one of (i) processing result of the captured image data and (ii) sensing data captured by the plurality of sensors.

Abstract: A swing body engages with a driving end roller of a linearly moved driving slider at a driving end section. The swing body engages with a guide groove in a driven slider at a driven end section. The driven slider is coupled to a gap filler plate by a driven end roller changeable in installation position in a predetermined direction. A gap filler has an inverse motion preventive structure that, when the gap filler plate is in either a fully protruded state or a fully stored state, enables only forward motion transfer from the driving slider to the swing body. The guide groove is formed in a direction orthogonal or almost orthogonal to forward and backward movement directions of the gap filler plate. The predetermined direction and the direction of the guide groove are parallel to each other in the fully stored state.

Abstract: A first link mechanism section converts linear motion of a driving slider into swing motion of a swing end roller. A second link mechanism section swings in cooperation with the swing end roller on a roller contact surface of a second link lever section, and an output end roller changeable in attachment position presses a driven slider fixed to a gap filler plate. In a fully protruded state and a fully stored state of the gap filler plate, the direction of acting force of the roller contact surface pressing the swing end roller aligns with a straight line connecting the swing end roller and a swing shaft of a first link lever section.

Abstract: A first link mechanism section converts linear motion of a driving slider into swing motion of a swing end roller, and swings the swing end roller in cooperation with a second link mechanism section. An output end roller of the second link mechanism section engages in a guide groove in a driven slider fixed to a gap filler plate to move the gap filler plate linearly. In a fully protruded state and a fully stored state of the gap filler plate, the direction of acting force of the roller contact surface pressing the swing end roller aligns with a straight line connecting the swing end roller and a swing shaft of a first link lever section to act as a lock. The guide groove is formed orthogonal or almost orthogonal to movement directions of the gap filler plate.

Abstract: A cable transportation installation, including an aerial hauling cable, a vehicle having an attachment device to attach the vehicle to the hauling cable, a structure on which at least one sheave is mounted movable between a first position in which the at least one sheave is in contact with the hauling cable and a second position in which the at least one sheave is separated from the hauling cable, and at least one actuating device coupled to the at least one sheave and configured to exert a first force on the at least one sheave in order to move the at least one sheave to the first position, and to exert a second force on the at least one sheave in order to move the at least one sheave to the second position.

Abstract: A transportation system includes a first support tower, a second support tower, a suspension cable extending between the first and second support towers, and a tube defining an interior channel extending between the first and second support towers. A vehicle is configured to travel through the interior channel. A tension support member has a first end coupled to the suspension cable and a second end coupled to the first tube through an actuator. The tension support member exerts tension force to upwardly pull the first tube towards the suspension cable. The actuator adjusts the tension force when the vehicle travels through the interior channel under the tension support member to reduce deflection of the tube.

Abstract: A frame includes a first member having a side wall, and a second member having side walls. The first member has first through-holes. The side walls have slits inside which the first through-holes are unobstructed while the side wall is received in the slits, and locking portions that protrude and fit into the first through-holes.

Abstract: A rail vehicle with two sideframes and a bolster as the freight car truck has limits on stability. A railway freight car truck having a friction shoe with a constant force device acting directly on the shoe flat surface is provided, such that the friction shoe is forced to remain in contact with the side frame mating vertical surface. The control spring acting on the friction shoe which applies a varying force to the side frame mating surface. The damping of the friction shoe is retained when there is less variable force of friction, which decreases vertical acceleration of the rail vehicle, providing high speed stability for most track conditions.