Abstract: A motive power system includes a first energy storage, a second energy storage, an actuator, an internal combustion engine, a power transmission circuit, and circuitry. At least the actuator drives a load in a charge-depleting mode using a first energy supplied from the first energy storage and/or the second energy storage according to a second charge rate. At least the internal combustion engine drives the load in a charge-sustaining mode using a second energy that is lower than the first energy and that is supplied to the actuator from the first energy storage and/or the second energy storage according to a first charge rate.

Abstract: An electric vehicle drive system includes an electric motor, first and second planetary gear sets, including sun gear, carrier and ring gear members, first and second output shafts, and a housing. The members of the first planetary gear set are connected with the electric motor, the first output shaft, and a member of the second planetary gear set. The members of the second planetary gear set are connected with the first planetary gear set, the housing, and the second output shaft. The first planetary gear set provides differential reduction and the second planetary gear set provides reversal and reduction. Optional clutches can provide the function of a limited slip differential and distribute torque preferentially to one output shaft or the other.

Abstract: A power supply system includes a first energy storage, a second energy storage, a power transmission circuit, and circuitry. The circuitry acquires at least one of a request supply amount and a request output amount. The circuitry calculates a first input or output target amount and a second input or output target amount in accordance with at least one state quantity including the at least one of the request supply amount and the request output amount. The circuitry controls the power transmission circuit to control electric power transmission so that the first input or output target amount and the second input or output target amount are satisfied. The circuitry controls the power transmission circuit so that a change in an amount of the electric power transmission decreases even though changes in the first input or output target amount and the second input or output target amount are discontinuous.

Abstract: Systems and methods provide power to augment that of an electric motor in a hybrid electric vehicle to control deceleration of the hybrid electric vehicle. When a hybrid electric vehicle is going to encounter some road condition that may require deceleration, e.g., a downgrade, the hybrid electric vehicle may turn off the engine to take advantage of the regenerative braking properties of the hybrid electric vehicle while traversing the downgrade. However, in situations where the electric motor is unable to provide sufficient negative motor torque to control deceleration, the engine can be connected to the drivetrain in a fuel-cut off mode allowing the engine to generate negative engine torque that can augment the negative motor torque.

Abstract: A control device that includes an electronic control unit that causes a rotational speed of the rotating electric machine to change according to a predetermined first change pattern after the rotational speed of the rotating electric machine changes from a pre-shifting synchronous rotational speed in association with progress of the shifting operation until reaching a first synchronous range that is determined on the basis of a rotational speed of the internal combustion engine, the pre-shifting synchronous rotational speed being the rotational speed of the rotating electric machine in a shift speed established before the shifting operation is started.

Abstract: An apparatus for controlling a startup of an engine includes an engine, an engine controller configured to check whether the startup of the engine is prepared to generate information on whether the startup is prepared when an ignition is turned on, a hybrid controller configured to check whether communication with the engine controller is normal and to generate information on whether the hybrid controller is normal, the hybrid controller causing a vehicle to be driven only in an EV mode or generating a start control signal for the startup of the engine, according to whether the EV mode is engaged when a start signal is input from a driver, and a starter driver configured to start the engine in response to the start control signal.

Abstract: Disclosed herein is an apparatus for driving rear-wheels of an environment-friendly vehicle. The apparatus for driving rear-wheels may include: a rear-wheel driver including a first motor and a second motor configured to respectively drive first and second rear wheels; a rear-wheel reducer configured to decelerate drive forces of the first and second motors and transmit the respective decelerated drive forces to the first and second rear wheels; a brake configured to releasably fix the rear-wheel reducer to a vehicle body; and a controller configured to control the rear-wheel driver, the rear-wheel reducer, and the brake. The rear-wheel reducer may include: a first planetary gear set disposed between an output end of the first motor and the first rear wheel; a second planetary gear set disposed between an output end of the second motor and the second rear wheel; and a ring gear coupled to the first and second planetary gear sets.

Abstract: A vehicle control apparatus that is mounted in a vehicle issues a warning to a driver of the vehicle to stop the vehicle in a case where the collision has occurred between the vehicle and an object. The vehicle control apparatus stops the vehicle regardless of an operation by the driver after issuing the warning to the driver, in a case where the vehicle is not detected to be stopped. Thus, while giving a priority on prompting the driver to voluntarily stop the vehicle, it is possible to prevent the driver from fleeing a scene of the accident or the like.

Abstract: A collision avoidance apparatus includes an obstacle detection section for detecting an obstacle, a collision avoidance section which performs collision avoidance assist control, and an avoidance processing start section for causing the collision avoidance section to start the collision avoidance assist control. In the case where the obstacle is a continuous obstacle, the timing of starting the collision avoidance assist control is delayed as compared with the case where the obstacle is not a continuous obstacle. Further, the greater the degree of gentleness of the inclination of the continuous obstacle, the greater the amount by which the timing of starting the collision avoidance assist control is delayed.

Abstract: A vehicle identification device includes an external sensor configured to detect a situation around a host vehicle, a vehicle speed sensor configured to detect a speed of the host vehicle, a communication unit configured to perform vehicle-to-vehicle communication with non-host vehicles, and an electronic control device. The electronic control device is configured to: acquire non-host vehicle detection information, acquire non-host vehicle communication information, identify a preceding vehicle, determine whether or not the in-vehicle sensor has lost the preceding vehicle, recognize the vehicle speed of the host vehicle, calculate an estimated relative distance between the lost preceding vehicle and the host vehicle when the preceding vehicle has been lost, and re-identify a communication continuation vehicle that used to be the preceding vehicle.

Abstract: An AWD-vehicle control device includes a transfer clutch that adjusts a driving force, a detector that detects a steering angle of a steering wheel, a detector that detects an accelerator pedal opening, a detector that detects a vehicle speed, a detector that detects an engine revolution speed, a detector that detects a turbine revolution speed of a torque converter, and a transfer clutch controller that adjusts hydraulic pressure supplied to the transfer clutch and controls a coupling force of the transfer clutch. If a predetermined period has passed from the accelerator pedal opening becoming less than a predetermined opening, the vehicle speed is within a predetermined range, a deviation between the engine and turbine revolution speeds is less than a predetermined speed, and the steering angle is equal to a first predetermined angle or greater, the transfer clutch controller controls the hydraulic pressure to reduce the coupling force.

Abstract: A method for controlling an automatic transmission includes reducing, by a controller, a number of rotation of the engine connected to the automatic transmission to the first number of rotation when a shifting of the automatic transmission is started. The method further includes reducing, by the controller, a line pressure that is a hydraulic pressure of a flow line that operates the automatic transmission when the shifting of the automatic transmission is started.

Abstract: Autonomous driving assistance systems, methods, and programs obtain road information that specifies line types of lane markings and connection types of lanes and specify, when a vehicle travels with autonomous driving assistance, a planned route to be taken by the vehicle based on the road information. The systems, methods, and programs execute the autonomous driving assistance for the vehicle according to the specified planned route.

Abstract: A method for automatically adjusting a target ground speed of a machine includes receiving data from a sensor, at a work monitor unit of an electronic control module of the machine, analyzing the data received from the sensor on the work monitor unit, receiving the data from the work monitor unit at a target model unit of the electronic control module, calculating, at the target model unit based on the data, ground engagement data for the machine, receiving the ground engagement data for the machine at a work monitor library unit of the electronic control module, calculating, at the work monitor library unit, the target ground speed, and adjusting a speed of the machine to the target ground speed.

Abstract: A vehicle includes a first axle, second axle, first clutch, second clutch, and controller. The first and second axles are coupled by a driveshaft. The first and second clutches are configured to isolate the driveshaft from loads transferred through the first and second axles, respectively, when open. The controller is programmed to, in response to a difference between output speeds of the first and second axles exceeding a first threshold, close the second clutch, reduce the difference such that it is below a second threshold, and close the first clutch.

Abstract: A desired change of a time derivative of dynamic torque (Tqfw), provided to an output shaft from an engine in a vehicle, from a current value to a new desired value is determined. A current rotational speed difference (??pres) is determined between a first end of the powertrain in a vehicle, which rotates with a first rotational speed (?1), and a second end of the powertrain, which rotates with a second rotational speed. The first rotational speed (?1) is then controlled on the basis of the desired value of the time derivative for the dynamic torque (Tqfw), a spring constant (k) related to a torsional compliance in the powertrain, and the determined current rotational speed difference {??pres). Through control of the first rotational speed, the current value for the time derivative for the dynamic torque is also indirectly controlled towards the desired value.

Abstract: A method for vibration dampening of a drive train is disclosed. The method includes determining torsional parameters of the drive train via a state controller based on reconstructed torsional parameters of the at least one flywheel mass detected by at least one observer, determining the reconstructed torsional parameters based on disturbances in both (i) a load torque (Mlast) applied at an output of a torque transmission device and (ii) an induced torque (Mind) transmitted via the torque transmission device, determining a compensation torque via the state controller based on the reconstructed torsional parameters, and controlling an electric machine via the state controller based on the compensation torque to compensate torsional vibrations.

Abstract: The present disclosure relates to estimated road geometries used in vehicles, and in particular to a method and a control unit in a vehicle for determining a confidence level of an estimated road geometry. A method for determining a confidence level of an estimated road geometry is disclosed, the road geometry being estimated at least partly based on a position of a road object. The method comprises obtaining a reference position of the road object relative to the vehicle, updating a reach of a confidence zone of the vehicle, wherein a part of the estimated road geometry comprised within the confidence zone is associated with one or more reference confidence levels, and determining the confidence level of the estimated road geometry based on whether the reference position is comprised in the confidence zone.

Abstract: A risk assessment system is provided and includes a behavior description generator, driving behavior comparator, and risk assessment modules and a transceiver. The behavior description generator module receives a set of driving features and topics corresponding to a driving behavior of a first driver in a location and under a set of driving conditions. The driving behavior comparator module: compares the set of driving features and the topics to other sets of features and topics, which correspond to driving behaviors of other drivers for the location and same or similar driving conditions as the set of driving conditions; and generates an anomaly score for the first driver based on results of the comparison. The risk assessment module calculates a risk assessment score for the driver based on the anomaly score, where the risk assessment score is indicative of a risk level of the first driver relative to the other drivers.

Abstract: In a method for storing data in a motor vehicle: an application software executed on a control device of the motor vehicle connects, via a communication network of the motor vehicle, to a data storage device of the motor vehicle; the application software logically connects the connected data storage device to the control device; the application software accesses the connected data storage device via the communication network, and the application software optionally releases the connected data storage device.

Abstract: A method and system for automatically creating a unique driver profile for a vehicle from driving habits. A unique driver profile is created with a portable on-board diagnostic series 2 (OBD-2) apparatus and/or linked and/or standalone network device (e.g., smart phone, tablet, wearable device, etc.). The unique driver profile is created from the accepted plural signals including time and geo-location data based on driving habits of the driver. The unique driver profile information is recorded on the apparatus and/or network device, downloaded at a later time or sent in real-time to check and verify an identity of the driver. The unique driver profile helps confirm an identity of the driver of the vehicle based on unique driving habits of the driver. The unique driver profile includes unique behavior patterns of the driver comprising “habit evidence” for legal matters associated with the driver proving with recorded data that the driver of the vehicle acted in a particular way on a particular occasion.

Abstract: A method selects a target state of a vehicle driveline connecting at least a combustion engine and/or an electric machine to the wheels of the vehicle by a transmission, from a set of states present on the transmission, which are defined by various combinations of couplers and reduction gears thereof in order to transfer torque from the combustion engine and/or from the electric machine to the wheels over one or more gear ratios. The method includes filtering to determine, from a list of available states, state consecutive eligible sets as a function of combined driveability constraints.

Abstract: Aspects of the present disclosure relate switching between autonomous and manual driving modes. In order to do so, the vehicle's computer may conduct a series of environmental, system, and driver checks to identify certain conditions. The computer may correct some of these conditions and also provide a driver with a checklist of tasks for completion. Once the tasks have been completed and the conditions are changed, the computer may allow the driver to switch from the manual to the autonomous driving mode. The computer may also make a determination, under certain conditions, that it would be detrimental to the driver's safety or comfort to make a switch from the autonomous driving mode to the manual driving mode.

Abstract: A method for a vehicle control procedure, wherein in the case of this vehicle control procedure a closed loop control of the vehicle velocity is performed on the basis of a predetermined desired value, may comprise the following steps: determining on the basis of at least one predetermined criterion whether in the case of the closed loop control the vehicle velocity leaves a value range that is defined by at least one velocity threshold value while taking into consideration a tolerance range that defines predetermined, permitted deviations from this value range; and implementing a corresponding measure while modifying the vehicle control procedure in dependence upon the result of this determination procedure, wherein the determination procedure is performed on the basis of a signal analysis of at least one measurement signal that describes the movement status of the vehicle.

Abstract: Methods and systems for monitoring a load in a trailer coupled to a vehicle. One method includes determining, with an electronic processor, an initial weight on a rear axle of the vehicle when the load is engaged with the trailer coupled to the vehicle. The method also includes monitoring, with the electronic processor, a current weight on the rear axle of the vehicle based on data collected by a sensor. The method also includes comparing, with the electronic processor, the initial weight and the current weight. The method also includes automatically generating, with the electronic processor, a notification when the current weight is different than the initial weight by a predetermined threshold.

Abstract: Systems and methods are described for an adaptive user interface system for a vehicle with an automatic vehicle system. The adaptive user interface system includes a display and an electronic controller. The controller is configured to generate a graphical user interface indicative of operation of the automatic vehicle system, output the graphical user interface on the display, monitor an indicia of a driver's comfort level, and determine, based on the monitored indicia, when the driver is not comfortable with the operation of the automatic vehicle system. In response to determining that the driver is not comfortable with the operation of the automatic vehicle system, the electronic controller modifies the graphical user interface to provide an increased level of detail.

Abstract: A system of a semi-autonomous driving vehicle for transitioning from a semi-autonomous driving mode to a manual driving mode. A navigation system to determine a route to a destination. A vehicle head unit to receive data that comprises information related to a geographic zone in which autonomous driving is discouraged or prohibited along the determined route to the destination. A processor to process the received data to determine if the semi-autonomous driving vehicle in autonomous mode is approaching a geographic zone in which autonomous driving is discouraged or prohibited. The semi-autonomous driving vehicle issues a notification to the driver of the semi-autonomous driving vehicle requesting the driver to manually drive the semi-autonomous driving vehicle in response to a determination that the semi-autonomous driving vehicle is approaching the geographic zone in which autonomous driving is discouraged or prohibited.

Abstract: A railroad well car includes a spaced trucks grouped in pairs, and a railcar body supported on a pair of the trucks, the body comprising a pair of spaced end structures, each end structure supported on one truck, and a well structure extending between the end structures. The well structure comprises a pair of top chord members extending between the end structures; a pair of side sills extending between the end structures. The rail car includes safety platform and handbrake wherein operator walkway platforms are included with co-planer end walkways and running boards, wherein the running boards are above the top chords of the sidewalls of the well car; and a handbrake operated with a hand wheel is mounted on one side of the railroad well car, which hand wheel extends below the top chords of the side walls of the well car whereby the hand wheel is accessible from the side of the railcar via an operator on the ground.

Abstract: A chassis for a rail vehicle includes a chassis frame supported on at least first and second wheelsets and one A-frame linkage per wheelset on both sides of the chassis for horizontal axle guidance of the wheelset. Each A-frame linkage is connected in an articulated manner to one of two axle bearings of a wheelset by a wheelset-side bearing and to the chassis frame by two frame-side bearings. At least one of the bearings per A-frame linkage has a hydraulic bushing with variable longitudinal rigidity. The hydraulic bushing has at least one fluid chamber fillable with hydraulic fluid so that in the fluid chamber a hydraulic pressure can form for adjusting longitudinal rigidity. An acceleration sensor per axle bearing measures wheelset acceleration and an adjustment device adjusts hydraulic pressure in at least one of the fluid chambers depending on the measured wheelset acceleration.

Abstract: A convertible cargo case for a wagon is provided. The cargo case has a housing having a first side wall, a second side wall opposing the first side wall, a third side wall joining the first side wall and the second side wall, a fourth side wall opposing the third side wall and joining the first side wall and the second side wall, and a bottom wall joining a bottom end of the first side wall, second side wall, third side wall and fourth side wall to define a cavity. A connector extends from the cavity. The connector has a receiver for removably securing the housing to the wagon, wherein the housing is convertible between three configurations: an open cargo configuration, a closed cargo configuration, and a wagon storage configuration.

Abstract: A foldable wagon with steerable front wheels and foldable seats is disclosed. The wagon has a frame having a first end assembly and an opposing second end assembly, a floor assembly and 4 wheels. The wagon also has seat assemblies comprising a first seat, a front support, and a rear support, wherein the front support for the seat is pivotally connected to a second end of the first seat and pivotally connected to the wagon frame, and wherein the rear support for the first seat is pivotally connected adjacent a first end of the first seat and pivotally connected to the end assembly. The seat is positionable in a use position such that the seat is transverse to the end assembly, and a storage position such that the seat is adjacent and generally parallel to the end assembly.

Abstract: A walking-type electric carrier, comprising a handlebar, a driving mechanism, and a carrier frame that is connected to the driving mechanism; the handle bar comprises an armrest cross-bar, a vertical post that is vertically connected to the armrest cross-bar; the vertical post is connected to the driving mechanism; the vertical post is provided with a lifting handle, and the armrest cross-bar is provided with a detachable handle component; the handle component comprises a handle base and a handle body; the handle base and the handle body are detachably connected; the driving mechanism is controlled by the handle body to propel the carrier to move.

Abstract: A tamper cart system for transporting a mechanical tamper includes a mechanical tamper. The mechanical tamper has a handle, a body and a compression plate. A cart is provided and the cart is rolled along a support surface. The mechanical tamper is selectively positioned on the cart. Thus, the mechanical tamper is transportable by an individual. A handle is movably coupled to the cart.

Abstract: A decorative piece of a vehicle steering wheel decoration arranged to be mounted on a steering wheel of the vehicle includes a decorative core made from a decorative material, such as wood. A protective portion of the decorative core made from a transparent or translucent material covering at least part of a surface of the decorative core is arranged to be visible by a user. A fastening portion is arranged to fasten the decorative part on the steering wheel. The fastening portion is made from the same transparent or translucent material as the protective portion.

Abstract: A collapsible steering column assembly comprising a steering shaft that is supported within a steering column shroud, the shroud comprising an upper shroud portion and a lower shroud portion, in which the upper shroud portion is located towards the end of the steering shaft that is nearest the steering wheel and the lower portion is located towards the end of the shaft furthest from the steering wheel, the upper portion being at least partially received within the lower portion so that the upper portion can telescopically collapse into the lower portion during a crash, a support bracket that in use is secured to a fixed part of the vehicle and includes two support bracket arms that depend from a base portion to embrace the shroud, a clamp rail that is releasably secured to the upper shroud portion, the clamp rail including a slot that extends generally horizontally, and a clamp pin that extends through an opening in each of the arms of the bracket and through the generally horizontal slot in the rail, the cla

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: An electric circuit for use in the control and drive of at least one electric motor, the circuit comprises a first lane comprising a first set of motor windings that are driven by a motor drive bridge that comprises a network of drive stage switches that selectively connect each phase of the lane to either a first supply voltage or a first supply ground, and further comprising a control circuit that controls the switches of the drive stage, the control circuit being powered by an isolated first lane power supply that has a first floating ground, and a second lane comprising a second set of motor windings that are driven by a motor drive bridge that comprises a network of drive stage switches that selectively connect each phase of the lane to either a supply voltage or a supply ground, and further comprising a control circuit that controls the switches of the drive stage, the control circuit being powered by an isolated second lane power supply that has a second floating ground.

Abstract: An electric power steering apparatus that enables implementation of a desired steering torque without being affected by a state of a road surface by controlling a steering torque so as to become a value corresponding a steering angle and a steering angular velocity. The apparatus includes a SAT compensation value calculating section that calculates a SAT compensation value based on a SAT value; and a steering reaction compensation value calculating section that calculates a steering reaction compensation value based on the SAT compensation value, a steering angle and a steering angular velocity, and corrects the current command value by the steering reaction compensation value. Further, an electric power steering apparatus controls a twist angle of a torsion bar so as to follow a value corresponding to a steered angle.

Abstract: Provided is a vehicle steering apparatus capable of predicting failure while protecting a clutch device. The vehicle steering apparatus includes a turning device for turning steered wheels of a vehicle, and a steering device having a steering reaction force actuator for providing reaction force to assist user's steering of a steering wheel. A clutch device is provided between the steering device and the turning device to perform operation to mechanically cause a connection state or a disconnection state between the steering device and the turning device. Further, between the steering reaction force actuator and the clutch device, a mechanical fuse is arranged that twists and deforms by an input of an excessive load to prevent the load from being transmitted to the clutch device. A scribing line is drawn on the side surface portion of this mechanical fuse.

Abstract: A sensor device including a first output circuit generating and outputting a first output signal that is generated as a signal sequence from a first main signal based on a detection value of a first main sensor element to a first sub signal based on a detection value of a first sub sensor element, a second output circuit generating and outputting a second output signal that is generated as a signal sequence from a second main signal based on a detection value of a second main sensor element to a second sub signal based on a detection value of a second sub sensor element, and an abnormality determiner determining abnormality of the device based on the first output signal and the second output signal.

Abstract: A vehicle control apparatus includes: a clocking section which clocks time after an operation section is operated until a certain period of time elapses; and a vehicle control section which starts a first control in a case where a vehicle is stopped within the certain period of time after the operation section is operated, the first control corresponding to a control executed in a case where the operation section is operated in a state where the vehicle is stopped.

Abstract: An apparatus for adjusting a joint of a connecting rod is provided. The joint couples a first segment of the rod to a second segment of the rod. The apparatus includes a body and a first leg having a first distal end for engaging the first rod segment to inhibit rotational movement of the first rod segment while permitting axial movement of the first rod segment relative to the first leg. The apparatus also includes a second leg for engaging the second rod segment. The second leg has a second distal end for inhibiting rotational movement of the second rod segment relative to the second leg. The apparatus further includes a clamp for selectively inhibiting axial movement of the second rod segment relative to the second leg.

Abstract: A strengthening member and a vehicle including a strengthening member are provided. The strengthening member can have a cross section including twenty-eight corners and twenty-eight sides creating twenty internal angles and eight external angles, and at least one recessed area extending along a length of the strengthening member.

Abstract: A webbing device for a vehicle underbody can comprise a plurality of rows of ribs and members that extend between the ribs to provide rigidity and force load distribution. The webbing device can comprise channels to receive a variety of structural components of the underbody and can accommodate underbodies of various sizes without altering its rigidity and force load distribution.

Abstract: The present invention is directed to a wheelchair conversion vehicle and a modified rear suspension K-frame that provides an increase in the overall wheelchair accessible area in the conversion vehicle without compromising ride quality or vehicle control. The invention also provides a method of manufacturing such a wheelchair conversion vehicle.

Abstract: A suspension member and a method for manufacturing the same are provided by which it is possible to manufacture the suspension member at a low cost without decreasing rigidity thereof while also suppressing strain at joining portions. The present invention is a method for manufacturing a suspension member (100) provided with: a pair of side members (40), and a cross member (10) linking the pair of side members and including an upper member (11) and a lower member (21) extending in a lateral direction of a vehicle and provided with base portions (12 and 22) and raised portions (15, 16, 25, and 26).

Abstract: A vehicle floor assembly may include a frame and a floor panel attached to the frame via a plurality of mount fasteners, a plurality of string attachments, each welded to the frame and the floor panel to further attach the frame and the floor panel in addition to the mount fasteners and to provide additional resistance to buckling of the floor panel or the frame during a collision.

Abstract: An impact absorbing member 10 able to secure absorption energy while lightening weight by absorbing the impact load applied in the axial direction by periodic buckling, wherein the impact absorbing member 10 is provided with a main body 20 comprised of metal sheet and having a polygonal shape in cross-section vertical to an axial direction and a center sheet 30 comprised of metal sheet and provided at a hollow part in the main body along the axial direction, the polygonal shape of the main body 20 includes a pair of long side (20a, 20b) facing each other, the center sheet 30 is joined to each of the long sides (20a, 20b) of the polygonal shape of the main body 20, and the sheet thickness t1 (mm) of the main body 20 and the sheet thickness t2 (mm) of the center sheet 30 satisfy 1.3×t1?t2.

Abstract: A hydraulic body mount includes a first support member that defines a first support surface that is adapted to engage the body of a vehicle and a second support member that defines a second support surface that is adapted to engage the frame of the vehicle. The hydraulic body mount includes a hydraulic damping system disposed between the first support surface and the second support surface and a travel-limiting cup disposed outside of the region between the first support surface and the second support surface. The travel-limiting cup includes an elastomeric limiting member adapted to limit the travel of the first support surface relative to the second support surface.

Abstract: A vehicle is provided. The vehicle may include a first A-pillar, spanning between a roof rail and shotgun, and a frame assembly. The first A-pillar may carry a windshield. The frame assembly may include a second A-pillar, spanning between the roof rail and a hinge pillar, and a C-pillar. The frame assembly may define a side ingress/egress opening of a cabin having a rearward-facing front seat. The opening may span between the second A-pillar and C-pillar without a B-pillar.