Abstract: An offset caster is described. The offset caster includes a wheel, an axle connected to the wheel, and an offset base connected to the axle. The offset base is offset by a distance. The offset base includes a connection to a computing device support. Computing device supports that include at least one offset caster are described. Systems for moving a computing device that include a computing device and a computing device support with at least one offset caster are described.

Abstract: Provided is a tread rubber composition satisfying the following relationships (1) and (2): |(?20° C. E*)?(0° C. E*)|?40 [MPa]??(1) wherein “?20° C. E*” denotes the complex modulus measured at a temperature of ?20° C., an initial strain of 10%, a dynamic strain of 0.5%, and a frequency of 10 Hz, and “0° C. E*” denotes the complex modulus measured at a temperature of 0° C., an initial strain of 10%, a dynamic strain of 0.25%, and a frequency of 10 Hz; and 0° C. tan ?/30° C. tan ??3.0 ??(2) wherein “0° C. tan ?” denotes the loss tangent measured at a temperature of 0° C., an initial strain of 10%, a dynamic strain of 2.5%, and a frequency of 10 Hz, and “30° C. tan ?” denotes the loss tangent measured at a temperature of 30° C., an initial strain of 10%, a dynamic strain of 2%, and a frequency of 10 Hz.

Abstract: Provided are a sheet, a method of its preparation, and a tire comprising the sheet, wherein the sheet comprises tire cords, a topping rubber for topping the tire cords, and a conductive fiber located on the surface of the topping rubber. The sheet can provide tires, on which a rubber composition with a low electricity-transmitting property and low rolling resistance is applied, with excellent conductivity.

Abstract: A tire includes a tread portion, a sidewall portion, and a bead portion. The bead portion includes a bead core that extends continuously in an annular shape in a tire circumferential direction, and a bead filler disposed adjacent to the bead core and outside the bead core in a tire radial direction. Reinforcing cords are provided in the bead portion and the sidewall portion so as to be curved such that inclination angles of the reinforcing cords with respect to the tire circumferential direction gradually increase with nearness to an outside in the tire radial direction.

Abstract: A tire includes: a tread portion including a tread surface; a pair of sidewall portions that extend inward in a tire radial direction from both sides of the tread portion in a tire width direction; and a pair of bead portions each of which includes a bead core that is elongated continuously to an inside of the sidewall portion in the tire radial direction and extends continuously in an annular shape in a tire circumferential direction, and a bead filler disposed adjacent to the bead core and outside the bead core in the tire radial direction. A density of the reinforcing cords changes in a range from 20% inclusive to 60% inclusive of a tire sectional height from a tire inner end in the tire radial direction, and such that an outside of an area, in which the density changes, has a low density of the reinforcing cords.

Abstract: A tire has cap rubber that forms a contact patch. The cap rubber has a plurality of lugs. A shoulder lug, which among the plurality of lugs is that which is located outwardmost in a tire width direction, has a narrow groove that extends in the tire circumferential direction and that partitions the shoulder lug into a main lug portion toward the interior in the tire width direction, and a sacrificial lug portion toward the exterior in the tire width direction; and low-modulus rubber, for which stress at a given elongation is lower than that of the cap rubber, is arranged at a corner where the contact patch at the main lug portion and a groove side face toward the interior in the tire width direction which forms the narrow groove intersect.

Abstract: In a pneumatic tire, a total area of those among a land grooves which are at an outboard shoulder land portion is less than a total area of those among the land grooves which are at an inboard shoulder land portion, an average intersection angle at which those among the outwardly open grooves which are at the outboard shoulder land portion intersect a tire width direction is less than an average intersection angle at which those among the outwardly open grooves which are at the inboard shoulder land portion intersect the tire width direction.

Abstract: A motorcycle tire is provided in the tread portion with first inclined main grooves and second inclined main grooves which are arranged alternately in the tire circumferential direction while inclining in opposite directions. The first inclined main grooves extend from a first tread edge toward a second tread edge across the tire equator and terminate at the respective second inclined main grooves which extend from the second tread edge toward the first tread edge across the tire equator and terminate at the respective first inclined main grooves which are respectively next to the above-said first inclined main grooves. A first region, which is delimited by the first tread edge, two of the first inclined main grooves and one of the second inclined main grooves, is provided with blocks whose ground contacting top surfaces have vertices each having an angle of not less than 45 degrees.

Abstract: A pneumatic tire includes a plurality extending in a tire circumferential direction, and a plurality of land portions that are partitioned by the plurality of main grooves; the plurality of land portions include at least one shoulder land portion arranged in outwardmost fashion in a tire width direction; the at least one shoulder land portion comprises a plurality of width grooves of groove width of less than 2 mm; and at least one of the plurality of width grooves extends as far as a outside end in the tire width direction of the at least one shoulder land portion and comprises, at a location toward the exterior the tire width direction from a contact patch end, a wide portion at which groove width increases toward a groove bottom.

Abstract: In a pneumatic tire, a rubber surface layer portion comprises a first rubber portion formed from a first rubber, and a second rubber portion formed from a second rubber having a rubber hardness greater than a rubber hardness of the first rubber, the first rubber portion is arranged at a first side in a tire width direction, the second rubber portion is arranged at a second side in the tire width direction, an interface between the first rubber portion and the second rubber portion is arranged between a pair of main grooves that are arranged in outwardmost fashion in the tire width direction, and an average tire outside diameter toward the second side in the tire width direction from a tire equatorial plane is greater than an average tire outside diameter toward the first side in the tire width direction from the tire equatorial plane.

Abstract: Provided is a pneumatic tire. A sipe includes, on each of a leading side edge and a trailing side edge, a chamfered portion and a non-chamfered region in which no other chamfered portion is present. A maximum depth of the chamfered portion is shallower than a maximum depth of the sipe, and a width of the sipe is substantially constant. In a cross-sectional view perpendicular to a lengthwise direction of the sipe, at least one chamfered portion has a profile line that projects outwards in the radial direction beyond a chamfer reference line connecting the end portions of the chamfered portion, and a cross-sectional area of a chamfered region that is surrounded by the profile line, the sipe, and a tread contact surface of a tread portion is smaller than a cross-sectional area of a reference region surrounded by the chamfer reference line, the sipe, and the tread contact surface.

Abstract: Provided is a pneumatic tire. A sipe is formed, on each of a leading side edge and a trailing side edge, with a chamfered portion shorter than a sipe length of a sipe, a non-chamfered region in which no other chamfered portion is present is provided in a part facing each of the chamfered portions, at least one end of the sipe communicates with the auxiliary groove, one end of the chamfered portion adjacent to the auxiliary groove in the rib communicates with the auxiliary groove, a maximum depth×(mm) of the sipe and a maximum depth y (mm) of the chamfered portion satisfy a relationship x×0.1?y?x×0.3+1.0, and a sipe width W of the sipe is constant in a range from an end positioned in the radial direction inside the chamfered portion to a groove bottom of the sipe.

Abstract: A pneumatic tire includes chamfered portions respectively formed on a leading side edge and a trailing side edge of a sipe. The sipe includes a non-chamfered region in which other chamfered portions are not present, in a plan view of a tread portion. At least one of the chamfered portions includes an outer edge profile line not parallel to a ridge line of the sipe. When the chamfered portion including the outer edge profile line not parallel to the ridge line of the sipe is divided into an inner region and an outer region corresponding to half a chamfer length of the chamfered portion in a tire width direction, a projected area of the outer region positioned on a rib outer side is larger than a projected area of the inner region positioned on a rib inner side.

Abstract: Provided is a pneumatic tire. A sipe includes, on each of a leading side edge and a trailing side edge, a chamfered portion and a non-chamfered region including no other chamfered portion. The maximum depth of the chamfered portion is shallower than the maximum depth of the sipe, and the sipe width is substantially constant. In a cross-sectional view, at least one chamfered portion includes a profile line that is convex inward in a tire radial direction with respect to a chamfer reference line connecting both ends of the chamfered portion; and a cross-sectional area of a chamfered region that is surrounded by the profile line, the sipe, and a tread contact surface of a tread portion is equal to or greater than a cross-sectional area of a reference region, the reference region being surrounded by the chamfer reference line, the sipe, and the tread contact surface.

Abstract: A pneumatic tire has paired bead portions, paired sidewall portions, a tread portion, a plurality of lug grooves extending from a shoulder area of the tread portion to reach a buttress area of the sidewall portion, and a block defined by the plurality of lug grooves. The block includes a shoulder block provided in the shoulder area and a buttress block provided in the buttress area. At least some of the plurality of lug grooves end at a connecting portion connecting the paired buttress blocks, the connecting portion is provided on an inner side in the tire diametrical direction of position that are 50% of length in the tire diametrical direction of the buttress block from upper end position of the buttress block. A step or a protrusion where the buttress block has a largest upraised height is provided in the tire diametrical position of the connecting portion.

Abstract: A pneumatic tire has paired bead portions, paired sidewall portions, a tread portion, a plurality of lug grooves extending from a shoulder area of the tread portion to reach a buttress area of the sidewall portion, and a block defined by the plurality of lug grooves. The block includes a shoulder block provided in the shoulder area, and a buttress block provided in the buttress area. The buttress area is provided with an annular rib annularly extending along a tire circumferential direction. The lug grooves are comparted into an outside lug groove positioned in an outer side of the annular rib, and an inside lug groove positioned in an inner side of the annular rib. A widened portion is provided in at least part of the plurality of lug grooves so as to enlarge a width of the annular rib.

Abstract: A tread wear indicator is affixed to a respective tire tread element. The indicator is constructed as a plurality of radially stacked sensor elements operatively configured and located to sequentially sacrificially abrade and change in electrical resistance responsive to a progressive tread wear of the respective tread element. The sensor elements are connected by circuitry that communicates a data signal from the sensor elements to a data processor indicative of a change in cumulative resistivity of the sensor elements. The data processor receives the data signal from the sensor elements and determines a radial wear level of the tread element based on the data signal. Multiple tread wear indicators may be mounted to respective tread lugs across the tread to derive a tread wear status based upon the tread wear profiles of the respective lugs.

Abstract: A tread wear indicator is affixed to a respective tire tread element. The indicator is constructed as a plurality of radially stacked sensor elements operatively configured and located to sequentially sacrificially abrade and change in electrical resistance responsive to a progressive tread wear of the respective tread element. The sensor elements are connected by circuitry that communicates a data signal from the sensor elements to a data processor indicative of a change in cumulative resistivity of the sensor elements. The data processor receives the data signal from the sensor elements and determines a radial wear level of the tread element based on the data signal. Multiple tread wear indicators may be mounted to respective tread lugs across the tread to derive a tread wear status based upon the tread wear profiles of the respective lugs.

Abstract: A pneumatic tire includes a carcass layer that has a toroidal shape and extends between a pair of bead portions, a sidewall portion, one of the pair of bead portions being provided at an inner end of the sidewall portion in a tire radial direction TR, and a mark formed in an outer surface of the sidewall portion. The mark includes a protruded portion provided in the outer surface of the sidewall portion and recessed inward in a tire width direction, and a mark body defined by the protruded portion. The surface of the mark body coincides with a reference surface corresponding to the outer surface of the sidewall portion.

Abstract: A pneumatic tire includes a carcass layer that has a toroidal shape and extends between a pair of bead portions, a sidewall portion, one of the pair of bead portions being provided at an inner end of the sidewall portion in a tire radial direction TR, and a mark formed in an outer surface of the sidewall portion. The mark includes a recessed portion provided in the outer surface of the sidewall portion and recessed inward in a tire width direction, and a mark body defined by the recessed portion. A top surface of the mark body coincides with a reference surface corresponding to the outer surface of the sidewall portion, or is located inside the reference surface in a normal direction of the reference surface.

Abstract: A pneumatic tire includes a pair of bead cores; a pair of bead fillers that are connected to the pair of bead cores; a carcass ply that is suspended between the pair of bead cores; a side wall rubber that is arranged on a tire-outer-surface-side of the carcass ply and constitutes a tire outer surface; a chafer layer that is turned from a tire-inner-surface-side to the tire-outer-surface-side around the bead cores and the bead fillers and rolled up on an outer surface of the carcass ply; and a pair of support rubbers that are located between the side wall rubber and the carcass ply and arranged so as to hold a rolled-up end of the chafer layer from both sides in a tire width direction. A modulus values of the pair of support rubbers are higher than a modulus value of the side wall rubber.

Abstract: A pneumatic tire includes: a bead core; a bead filler; a carcass ply; a side wall rubber that is arranged on the tire-outer-surface-side of the carcass ply and constitutes a tire outer surface; a chafer layer that is turned from the tire-inner-surface-side to the tire-outer-surface-side around the bead core and the bead filler and rolled up on an outer surface of the carcass ply; a pair of a tape rubber and a rear pad rubber that are located between the side wall rubber and the carcass ply and arranged so as to hold a rolled-up end of the chafer layer from both sides in a tire width direction; and a tread rubber, in which modulus values of the pair of the tape rubber and the rear pad rubber are higher than a modulus value of the side wall rubber, and the tread rubber contains silica.

Abstract: A pneumatic tire includes a pair of bead cores; a pair of bead fillers; a carcass ply that is suspended between the pair of bead cores; a side wall rubber that is arranged on a tire-outer-surface-side of the carcass ply and constitutes a tire outer surface; a chafer layer that is rolled up from a tire-inner-surface-side to the tire-outer-surface-side of the carcass ply around the bead cores and the bead fillers; and a pad rubber that is arranged between the side wall rubber and the carcass ply to be adjacent to a rolled-up end of the chafer layer in a tire width direction, the pad rubber having a modulus value higher than that of the side wall rubber. The pad rubber includes a constant thickness portion having a substantially constant thickness over a range of 7% or more but not exceeding 26% of a tire reference cross-section height.

Abstract: A pneumatic tire includes a pair of bead cores; a pair of bead fillers; a carcass ply; a side wall rubber; a chafer layer that is rolled up on an outer surface of the carcass ply; and a pair of support rubbers that is located between the side wall rubber and the carcass ply and arranged such that a rolled-up end of the chafer layer is sandwiched from both sides in a tire width direction. The pair of support rubbers includes a tape rubber located inside in the tire width direction and a rear pad rubber located outside in the tire width direction. A modulus value of the tape rubber is higher than a modulus value of the side wall rubber. A modulus value of the rear pad rubber is higher than the modulus value of the tape rubber.

Abstract: A pneumatic tire includes: a bead core; a bead filler; a carcass ply; a side wall rubber that is arranged on the tire-outer-surface-side of the carcass ply and constitutes a tire outer surface; a chafer layer that is turned from the tire-inner-surface-side to the tire-outer-surface-side around the bead core and the bead filler and rolled up on an outer surface of the carcass ply; a pair of support rubbers that are located between the side wall rubber and the carcass ply and arranged so as to hold a rolled-up end of the chafer layer from both sides in a tire width direction; in which modulus values of the pair of support rubbers are higher than a modulus value of the side wall rubber, and hardness of the hardened support rubber is enhanced while scorch resistance of an unvulcanized rubber composition is maintained.

Abstract: A tire-wheel assembly includes a run-flat support member disposed on an inner side of a tread portion of a pneumatic tire, wherein the run-flat support member is made from a foamed body and has a height ½ or greater of a cavity height of the pneumatic tire. When an internal pressure of the pneumatic tire is higher than a predetermined air pressure, the run-flat support member does not come into contact with a rim of the wheel, a side portion of the pneumatic tire, or an inner circumferential surface of a bead portion When an internal pressure of the pneumatic tire is equal to or lower than a predetermined air pressure, an inner side of the run-flat support member in a tire radial direction comes into contact with an outer circumference of the rim of the wheel and/or the inner circumferential surface of the bead portion of the pneumatic tire.

Abstract: In a pneumatic tire, a modulus at 300% elongation of a cap tread ranges from 3.0 Mpa to 7.0 Mpa, and the modulus at 300% elongation of an undertread ranges from 10.0 Mpa to 20.0 Mpa. Additionally, an earthing tread is made from a rubber material with a volume resistivity of 1×10?7 ?·cm or less. The earthing tread is made from the same rubber material as the undertread and has an integral structure with the undertread.

Abstract: A tire with a sensor attachment reservoir is provided. The tire includes a pair of bead areas, a sidewall extending from each respective bead area to a tread, a carcass extending toroidally between each of the bead areas, and an innerliner disposed inwardly of the carcass. A compound ring is secured to the innerliner, and the compound ring defines a reservoir upon being secured to the innerliner. A sensor adhesive is disposed in the reservoir and a sensor is secured to the tire innerliner by the sensor adhesive. A corresponding method of attaching a sensor to a tire is also provided.

Abstract: A valve stem structure disposed at a rim of a tire of a vehicle for connecting to an electronic tire pressure monitoring device in the tire is provided. The valve stem structure includes a tube, an air core, and a conducting wire. The tube has a first inlet, a first outlet communicating with an inner space of the tire, and a second outlet. The air core is switchably disposed at the first inlet, and a compressed air is injected into the tire via the first inlet and the first outlet by switching the air core. The conducting wire is disposed in the tube, and an end of the conducting wire extends out of the tube via the second outlet to be electrically connected to the electronic tire pressure monitoring device. A power source charges the electronic tire pressure monitoring device via the conducting wire.

Abstract: A tire chain attachment determination device includes: an acquisition unit that acquires vibration information on a vibration of a vehicle detected by a vibration detection unit provided in the vehicle; and a determination unit that determines whether or not a tire chain is attached to the vehicle based on a frequency characteristic of the vibration of the vehicle using the vibration information.

Abstract: A mower and cart are attached with a hitch that allows movement of the cart relative to the mower about two axes and constrains movement of the cart relative to the mower about another axis.

Abstract: A system and method for securing the connection between carts that are configured to connect to each other to form a train of carts, as well as for securing the connection between a cart and a tugger that tows the carts. The system and method involves providing a spring biased blocking plate that is positioned above the boss of the drawbar when the drawbar is engaged with a hitch plate. The blocking plate limits vertical movement of the drawbar thereby preventing inadvertent disconnection of the drawbar from the hitch plate.

Abstract: The present disclosure provides a system and method for securing the connection between drawbars of carts and hitches. The system and method involves limiting the drawbar's freedom to pivot once the drawbar is coupled to a hitch.

Abstract: A vertically articulating trailer hitch assembly for use with a vehicle, and particularly for use with an autonomous vehicle. The trailer hitch assembly is pivotally attached to the vehicle frame. The hitch assembly is allowed to swing away from the vehicle frame from a lowered position in which the trailer ball is uncoupled from the hitch coupler of the trailer to a raised position in which the trailer ball is coupled to the hitch coupler. The hitch assembly typically includes a receiver that has a long axis. The vehicle frame has a long axis. When the hitch assembly is in its lowered position, the long axis of the receiver is out of alignment with the long axis of the frame. When the hitch assembly is in its raised position, the long axis of the receiver is aligned with the long axis of the frame.

Abstract: A lock for securing a hitch coupler and safety chain hooks, the hitch coupler being attached to a trailer's towing tongue and the safety chains and hooks being attached to the towing tongue, the lock incorporating a primary lock including an enclosure having a floor and a ceiling; a bolt attached to and extending into the enclosure from the floor; a seam segmenting the enclosure and facilitating movements of the ceiling between a first and second positions, wherein, upon movement of the ceiling to the first position, the ceiling overlies the bolt, and upon movement toward the second position, the ceiling displaces from the first position; a releasable latch attached to the primary lock, the releasable latch being adapted for resisting movements of the ceiling; and a secondary lock incorporating a hitch coupler lower surface and the chain hook receiving eye.

Abstract: A snowmobile floater attachment assembly for adapting a snowmobile into a land vehicle and watercraft includes a snowmobile that has a top side and a bottom side. The snowmobile includes a left ski, a right ski and a track that extends outwardly from the bottom side. A primary floater is removably attachable to the snowmobile and provides buoyancy to a rear side of the snowmobile. A plurality of back couplers is included. Each of the back couplers removably attaches the primary floater to the snowmobile. A first ski floater and a second ski floater are included. The first ski floater is positioned on the left ski and the second ski floater is positioned on the right ski to provide buoyancy to a forward side of the snowmobile. The snowmobile floats in water when each of the primary, first ski and second ski floaters is attached to the snowmobile.

Abstract: A drive-wheel suspension mechanism for a smart movable device and a smart movable device, include a drive wheel bracket, a gearbox and a resilient reset member. The drive wheel bracket is provided with at least one set of sliding slot assembly arranged oppositely. The sliding slot assembly includes two first sliding slots arranged opposite to each other, and the first sliding slot extends rearward and an included angle between the first sliding slot and a horizontal plane is greater than or equal to 0 degree.

Abstract: A vehicle comprising: •a front wheel set and a rear wheel set, each set comprising two wheels and an axle attached to the said wheels; •a base structure or chassis; •a front elastic pivot structure, connecting the front wheel set to the chassis, wherein said front elastic pivot structure comprises a front set of at least one elastic joint, enabling the chassis to tilt along a front roll axis in respect to the said front wheel set; •a front shock absorber, associated with the front wheel set; •a rear elastic pivot structure, associated with the rear wheel set, wherein said rear elastic pivot structure comprises a rear set of at least one elastic joint, enabling the chassis to tilt along a rear roll axis in respect to the said rear wheel set; and •a rear shock absorber, associated with the rear wheel set.

Abstract: A utility vehicle includes a rear suspension assembly which has a trailing arm generally extending longitudinally. Also, the rear suspension assembly includes an upper radius rod extending in a generally lateral direction relative to a centerline of the vehicle. Additionally, the rear suspension assembly includes a lower radius rod extending in a generally lateral direction relative to the centerline of the vehicle. The rear suspension assembly further includes a suspension member configured to control toe of the at least one rear ground-engaging member.

Abstract: A holding mount for a commercial vehicle trailer includes two side walls which extend along a vertical axis and which form an arrangement region for arranging the holding mount on a load-bearing element, the holding mount further including an insert part which has a connecting section and a reinforcing section, the connecting section forming the arrangement region, and the reinforcing section extending between the side walls along the vertical axis for the reinforcement purposes.

Abstract: The invention relates to suspension design. The present vehicle suspension comprises a quadrangular frame. Each corner portion of the frame has a wheel block kinematically attached thereto so as to form two pairs of wheels—a front pair and a rear pair. On each side of the frame, longitudinal and transverse coupling cables are fastened for movement therealong inside housings. Each wheel block consists of a body that is simultaneously connected to two coupling cables. Movably mounted on the body are parallel horizontal arms, the first of which is fastened to the body by its middle portion. A knuckle with the hub of a wheel is attached to an end of the first arm and to another end of the second arm, and two coupling cable dampers are attached to the other end of the first arm. The housings of the cables are attached to the body of the corresponding wheel block. The free end of each cable is enclosed in a damper.

Abstract: A strut-type suspension apparatus, including: a steering knuckle rotatably holding a wheel; a shock absorber configured to damp a relative movement of the wheel and a vehicle body in an up-down direction; and an in-wheel motor unit including a motor, a speed reducer configured to transmit rotation of the motor while reducing a speed of the rotation, and a housing in which the motor and the speed reducer are housed, wherein the in-wheel motor unit is fixed to the steering knuckle while the shock absorber is fixed to the in-wheel motor unit, so that the shock absorber is connected to the steering knuckle via the in-wheel motor unit, wherein the housing includes a first bracket in which a through-hole is formed and a second bracket disposed under the first bracket, and wherein the shock absorber passes through the through-hole of the first bracket and is fastened to the second bracket.

Abstract: A system for adjusting a height of at least one part of a utility vehicle at at least one predetermined location, the utility vehicle having a position determination device and a height adjustment device to determine a position of the utility vehicle and to change a height of the at least one part of the utility vehicle above a ground surface, including: an interface to receive data that indicate a target height of the at least one part of the utility vehicle at the predetermined location; and a control unit that is couple-able to the position determination device and to the height adjustment device, and is configured, based on a determined position, to prompt the height adjustment device of the utility vehicle to adjust the height of the at least one part of the utility vehicle to the target height. Also described are a related utility vehicle and a method.

Abstract: An air suspension system, comprising a manifold, defining a first and second port, each port defining a receiving region at the second end, wherein the first and second ports are arranged in a common plane, a channel intersecting the first and second port, a cavity intersecting each port, and a pressure sensor port, positioned between the first and second port, defining a sensor insertion axis normal to the common plane, the pressure sensor port separated from the first port, the second port, and the channel by a thickness; a first and second solenoid valve, each solenoid valve arranged within the cavity and coaxially arranged with the first and second ports, each solenoid valve comprising a connector; a pressure sensor arranged within the pressure sensor port, the pressure sensor comprising a connector; and an electronics module arranged parallel the common plane, the electronics module configured to electrically couple to the connectors.

Abstract: The present invention relates to a system for determining whether to inhibit lowering of the ride height of a vehicle when the vehicle speed exceeds a speed threshold value. The system includes a processor having an input configured to receive ride attribute data from at least one on-board vehicle ride attribute sensor, the ride attribute data being indicative of the roughness of the surface over which the vehicle is travelling, and a data memory configured to store at least one predetermined ride attribute threshold value for the or each ride attribute sensor. The processor is configured to calculate a ride attribute parameter in dependence on the received ride attribute data for the or each ride attribute sensor.

Abstract: An air purification system includes an air purifier with a control unit and a filtration unit, at least one human-machine interface, at least one nomadic air sensor designed to be able to be coupled to the air purifier, or uncoupled from the air purifier, the control unit being designed to control the filtration unit according to at least one coupled operating mode taking into account measurement feedback from the air sensor, and one uncoupled operating mode not taking into account measurement feedback from the air sensor, wherein in the uncoupled operating mode of the air purifier, the human-machine interface is designed to display measurements from the nomadic air sensor.

Abstract: A touch sensitive screen is provided as a frame element for a component of a comfort system of a motor vehicle, to wholly or partly frame the component.

Abstract: Disclosed herein are air-conditioning systems for a vehicle for a battery, which can control temperature of the vehicle or the battery by delivering air cooled through a first evaporator of a cooling and heating module or air heated through a condenser to a supply side (toward a passenger or a battery). The cooling and heating module includes: a compressor; the condenser; an expansion valve for controlling a flow of the refrigerant condensed in the condenser; the first evaporator for evaporating the refrigerant supplied through the expansion valve; a first-first blowing unit for blowing air through the first evaporator; a first-second blowing unit for blowing air through the condenser; and a discharge duct for selectively delivering the air supplied through the first-first blowing unit and the first-second blowing unit toward the passenger by opening and closing means.

Abstract: The invent inn relates to a heating system (10) for a hybrid or electric vehicle (50) comprising at least one electric machine (12) operable in the generator mode, at least one heat accumulator arrangement (32), al least one electric heating device (30) associated with the heat accumulator arrangement (32), and a switching arrangement (26), wherein the switching arrangement (26) is designed to optionally couple the at least one electric machine (12) with the at least one electric heating device (30) and or an electric energy accumulator (28), when the at least one electric machine (12) operates in the generator mode during a braking process, wherein al least one heat accumulator arrangement (32) has a latent heat accumulator agent (34) for heal storage, comprising at least one sugar alcohol which comprises at least one compound selected from the group consisting of erythritol, threitol, xylitol, mannitol, and dulcitol. With such a heating system (10), heat for heating can be stored well.

Abstract: An adsorption system can be used as part of a climate control system in a vehicle or in any other space requiring heating or cooling. The adsorbent system can include an enclosure, a plurality of layers arranged in a stack inside the enclosure, and a vapor channel inside the enclosure.