Abstract: An electrically driven vehicle comprises a motor; a power storage device; a first power supply device connected with a power line; a charging device configured to charge the power storage device by using electric power from an external power source; and a second power supply device configured to supply part of the electric power from the external power source to auxiliary machinery via the charging device. The electrically driven vehicle performs a charging efficiency determination process that calculates a charging efficiency as a ratio of a charging power of the power storage device to an input power of the charging device, and that determines whether the charging efficiency is lower than a predetermined efficiency. When the charging efficiency determination process determines that the charging efficiency is lower than the predetermined efficiency, the electrically driven vehicle stops the second power supply device and performs the charging efficiency determination process again.

Abstract: A vehicle control apparatus includes a generator, a brake system, first and second sensors, first and second deceleration rate setting units, and a power generation torque controller. The first deceleration rate setting unit sets, when a first control mode that decelerates a vehicle on the basis of a brake operation performed by an occupant is executed, an allowable deceleration rate upon deceleration of the vehicle on the basis of a brake operation amount. The second deceleration rate setting unit sets, when a second control mode that decelerates the vehicle on the basis of a situation ahead of the vehicle is executed, the allowable deceleration rate upon deceleration of the vehicle on the basis of a brake fluid pressure. The power generation torque controller controls power generation torque of the generator on the basis of the allowable deceleration rate that is set by the first or second deceleration rate setting unit.

Abstract: A vehicle brake system including a regenerative brake device and an electric brake device, wherein, in a condition in which no request for an electric braking force is made, the brake system is configured to: (a) in principle, cause a piston of an actuator of the electric brake device to be located at a retracted position at which a clearance between a friction member and a rotary body of the electric brake device is allowed to be equal to a first clearance; and (b) execute a regenerative-braking-force-dependent standby control in which the piston is moved from the retracted position to a standby position at which the clearance does not exceed a second clearance set to be smaller than the first clearance, when a difference between a maximum regenerative braking force that can be generated and an actual regenerative braking force becomes smaller than or equal to a set difference.

Abstract: A vehicle electric power generation apparatus includes an electric power generator, a first electric power storage, a second electric power storage, a first voltage detector, a second voltage detector, and an electric power generation controller. The controller sets, as a first allowable voltage, an upper limit value of a terminal voltage of the first storage and sets, as a second allowable voltage, an upper limit value of a terminal voltage of the second storage, and raises, when the generator is to be controlled in a regenerative electric power generation state, a generated voltage derived from the generator higher than both of the first allowable voltage and the second allowable voltage. When the terminal voltage of the first storage reaches the first allowable voltage or the terminal voltage of the second storage reaches the second allowable voltage, the controller prevents the generated voltage of the generator from rising.

Abstract: Systems, devices, and methods are disclosed for charging a vehicle battery based on whether a vehicle is in an enclosed area or an unenclosed area. An example method includes determining a vehicle battery state of charge (SOC). The method also includes, responsive to comparing the SOC to a threshold, determining, based on data from a vehicle sensor, whether the vehicle is in an enclosed or unenclosed area. And the method further includes responsively providing an alert to a computing device corresponding to the vehicle.

Abstract: An electric power system includes an energy recovery system that is operable to convert kinetic energy into electric energy at a first voltage. A primary energy storage device is electrically connected to the energy recovery system at the first voltage. A first voltage autonomous driving system load is disposed in a parallel circuit with the energy recovery system and the primary energy storage device. A bi-directional DC-DC converter is electrically connected to the energy recovery system and the primary energy storage device for converting the electric energy between the first voltage and a second voltage. A secondary energy storage device is electrically connected to the bi-directional DC-DC converter at the second voltage. A second voltage autonomous driving system load is disposed in a parallel circuit with the secondary energy storage device.

Abstract: Embodiments of the present invention may provide charging apparatus that provides high-capacity charging of electric vehicles, yet is portable and does not have to be installed by an electrician. In an embodiment of the present invention, an apparatus may comprise a portable enclosure, at least one power input receptacle mounted to the portable enclosure, at least one first circuit breaker electrically connected to the power input receptacle, at least one power outlet electrically connected to the at least one first circuit breaker, at least one second circuit breaker electrically connected to the power input receptacle, and at least one electric vehicle charger connected to the at least one second circuit breaker.

Abstract: A state-of-charge (SOC) display system includes a battery, a brake light array including multiple lighting elements, and an SOC module. The SOC module is configured to receive a battery status signal including an SOC of the battery. The SOC module is further configured to output a display signal to the brake light array based on the battery status signal. The brake light array is configured to receive the display signal, and illuminate at least a subset of the lighting elements for displaying the SOC of the battery by the brake light array, in response to the display signal.

Abstract: A transportation system is disclosed herein. The transportation system may be useful to convey a user from an origin to a destination. The transportation system includes a network of enclosed passageways, roadway lanes passing though and networking within the passageways, vehicles able to pass along the roadway lanes within the passageways, and multiple passenger terminals dispersed along the passageways to effect boarding of passengers onto the vehicles. The passageways have an interior for containing the rails and vehicles, and an exterior. The vehicle has at least one induction motor for propulsion which engages the electromagnetic rail, a storage device electrically powering the motor, and a braking system able to decelerate the vehicle.

Abstract: A powertrain for an electric vehicle includes a casting that houses an electric motor, an inverter, and a gearbox. The inverter, which is coupled to the electric motor, converts direct current from a battery to alternating current for the electric motor. The gearbox is connected to the electric motor. The electric motor includes a stator and a rotor with a rotor shaft that extends beyond the stator. The inverter may be situated on an opposite side of the rotor shaft from an axle to which the gearbox is coupled.

Abstract: A vehicle driving force control apparatus that is provided in a vehicle provided with drive units configured to drive a driving wheel, and that is configured to control the drive units includes: a controller; and a determiner. The controller controls a driving force output by each of the drive units, within a range less than or equal to an upper limit value, on a basis of a driving command. The determiner determines whether each of the drive units is in a restriction-necessary state.

Abstract: Provided is a drive source control device (67) for controlling two drive sources (2L, 2R) of a vehicle. The vehicle including the two drive sources (2L, 2R), left and right drive wheels (61L, 61R), and a power transmission device (3) disposed among the two drive sources (2L, 2R) and the drive wheels (61L, 61R). The device (3) distributes powers from the two drive sources (2L, 2R) to the wheels (61L, 61R) to drive the wheels (61L, 61R). The drive source control device (67) includes: an angular acceleration calculation (71) to calculate angular accelerations of the drive wheels (61L, 61R) and/or angular accelerations of the drive sources (2L, 2R); and a torque correction (68) to, using the angular accelerations calculated by the angular acceleration calculation (71), correct command values for respective outputs of the drive sources (2L, 2R).

Abstract: A system includes a computing device for receiving information representative of activities of an operating first vehicle that includes a propulsion system. The computing device is configured to produce one or more control parameters from the received information in combination with information received from other vehicles, and, provide the one or more control parameters to control operations of a second vehicle.

Abstract: A battery control apparatus includes a processor configured to define each of output values of converters respectively corresponding to a plurality of batteries based on state information of each of the plurality of batteries, and a signal generator configured to generate control signals to control the converters to supply power corresponding to the output values to a load.

Abstract: An electric vehicle includes a frame unit and a vehicle body cover unit. The frame unit includes tread tubes extending toward a rear side of a vehicle body. The tread tubes are arranged pairwise leftward and rightward as a left tread tube and a right tread tube. The vehicle body cover unit includes a tread board shielding the left tread tube and the right tread tube. A battery box that receives and holds a battery is shaft-supported on the frame unit. The battery box has two sides provided with support shafts. The battery box is shaft-supported on the frame unit by the support shafts in a left-right direction. The battery box is rotatable by a drive device about a rotation center defined by the support shafts in a front-rear direction to an open position or a storage position so as to facilitate removal of the battery from the battery box.

Abstract: An electric vehicle includes a frame unit and a vehicle body cover unit. The vehicle body cover unit includes a thread board shielding left and right tread tubes of the frame unit between which a receiving space is defined to receive a battery box that receives and holds a battery. The battery box has two sides provided with support shafts. The battery box is rotatable between an open position and a storage position. A locking device is selectively set in releasable engagement with a positioning member provided on the battery box so as to selectively lock the battery box in the storage position. An operation unit is provided for controlling the locking device to engage with or disengage from the positioning member so as to allow the battery box to rotate from the storage position to the open position.

Abstract: An electric vehicle includes a frame unit and a vehicle body cover unit. The frame unit includes tread boards extending toward a rear side of a vehicle body. The tread tubes are arranged in a left and right pairwise form as a left tread tube and a right tread tube. The vehicle body cover unit includes a thread board shielding the left tread tube and the right tread tube. A battery box that receives and holds a battery is shaft-supported on the frame unit. The battery box has two sides provided with support shafts. The battery box is shaft-supported on the frame unit by the support shafts in a left-right direction. The battery box is rotatable about a rotation center defined by the support shafts in a front-rear direction to an open position or a storage position so as to facilitate removal of the battery from the battery box.

Abstract: An electric vehicle includes a frame unit and a vehicle body cover unit. The frame unit includes tread tubes extending toward a rear side of a vehicle body. The tread tubes are arranged in a left and right pairwise form as a left tread tube and a right tread tube, and a first cross tube and a second cross tube connected to the tread tubes. The vehicle body cover unit includes a thread board shielding the left and right tread tubes. A battery box that receives and holds a battery is shaft-supported on the frame unit. The battery box is shaft-supported on the frame unit by support shafts in a vehicle body front-rear direction. The battery box is rotatable about a rotation center defined by the support shafts in a vehicle body left-right direction to an open position to facilitate removal of the battery from the battery box.

Abstract: An electric vehicle includes a frame unit and a vehicle body cover unit. The frame unit includes tread tubes extending toward a rear side of a vehicle body and arranged pairwise as a left tread tube and a right tread tube. The vehicle body cover unit includes a tread board that shields the left and right tread tubes. The frame unit receives a battery box that receives and holds therein a battery and has two sides provided with support shafts to be pivotally supported thereon. The battery box is shaft-supported by the support shafts on the frame unit. The battery box includes a battery access opening, which is provided with a protection cover that covers and closes the battery access opening. The battery is securely held in the battery box without being moved by inertial forces. Dust resistance of the battery box can be improved.

Abstract: A magnetic energy convertor for vehicle axles includes an annular housing, a rotor shaft, a bearing, an annular bracket, a magnetized female adaptor, a magnetized male adaptor, a magnetized impeller assembly, and a fluid turbine system. The rotor shaft is rotatably mounted within the annular bracket by the bearing. The annular housing is radially mounted around the annular bracket. The magnetized female adaptor is terminally mounted to the rotor shaft. The magnetized male adaptor is terminally mounted to the rotor shaft, opposite of the magnetized female adaptor. The magnetized impeller assembly is slidably engaged within the annular housing so that the magnetized impeller assembly can be magnetically engaged with the magnetized female adaptor and the magnetized male adaptor through the rotation of the rotor shaft. The fluid turbine system is in fluid communication with the annular housing, wherein the circulation of fluid flow generates electricity within the fluid turbine system.

Abstract: The current invention concerns a method for wireless power transfer from a charging station to an energy storage element of an AGV, or on an AGV. Furthermore, it provides a charging station, as well as a wireless energy receiving system for receiving energy from a charging station and providing said received energy to an energy storage element of an AGV, or on an AGV, and furthermore a system for wireless power transfer incorporating one or more charging stations and a plurality of said wireless energy receiving systems.

Abstract: A safety system for an electromechanical coupling assembly for being fitted to a charging station and an electric vehicle, a corresponding electromechanical coupling assembly and charging station, as well as a method for electromechanically coupling an electric vehicle to a charging station. The present safety system includes: a detectable element secured to a first connecting part of the coupling assembly; a sensor secured to a second connecting part, the sensor being configured to detect whether the detectable element is located in proximity; and a control unit driving a movement of the first connecting part from a folded position to a proximate position with a force, the amplitude of which is lower than a maximum amplitude F1 max, and controlling a movement of the first connecting part from the proximate position to a connecting position with a force, the amplitude of which is higher than the maximum amplitude F1 max.

Abstract: When batteries of a plurality of electric autonomous moving bodies are charged, each of the electric autonomous moving bodies sends charging state information indicating a charging state of the battery of the electric autonomous moving body. A controller executes control for switching a charging state and a non-charging state of the battery of each of the electric autonomous moving body based on the charging state information of the batteries of the respective electric autonomous moving bodies in such a way that the total amount of current that flows through the batteries of the respective electric autonomous moving bodies does not exceed an allowable current of a charger unit and a power supply line.

Abstract: A charging apparatus for electric or plug-in hybrid vehicles includes a stationary inductive coil fixed in a position adjacent to a parking spot for the vehicle so that a charging surface of the stationary inductive coil is aligned substantially vertically. The charging apparatus further has a movable electric coil assembly that is magnetically mountable to a brake component of the vehicle and having a charging surface aligned with the charging surface of the stationary inductive coil when the vehicle is parked. A charging cable extends from the stationary inductive coil and has a plug that is electrically connectable to a charging outlet of the vehicle. The vehicle is parked with the inductive coils aligned so that an inductive charging operation can be carried out.

Abstract: When batteries of a plurality of electric autonomous moving bodies are charged, a plurality of electric autonomous moving bodies are aligned in a serial state, a second connection means of one of the electric autonomous moving bodies that are adjacent to each other in a direction in which the electric autonomous moving bodies are aligned and a first connection means of the other one of the electric autonomous moving bodies that are adjacent to each other are electrically connected to each other, and the first connection means of the electric autonomous moving body that is the closest to the charger unit and the connection means of the charger unit are electrically connected to each other. In this case, power is supplied from the charger unit to each of the electric autonomous moving bodies, thereby charging the batteries of the plurality of electric autonomous moving bodies.

Abstract: A vehicle includes: an inlet configured to allow a connector of a charging cable to be inserted into the inlet; a battery configured to be charged from a charger through the connector and the inlet; a communication device configured to perform communication with a server; and an ECU configured to control charging. The ECU diagnoses whether there is an abnormality in the charger, when where the charger and the vehicle are connected to each other through the charging cable, the abnormality being able to be diagnosed in a state where the connector has been inserted into the inlet, and sends information indicating an abnormality occurrence, to the server through the communication device, when where the ECU diagnoses the charger as having the abnormality.

Abstract: A method and a device includes a first accumulator apparatus and a second accumulator apparatus. The device includes a control apparatus that is configured so as, depending on a first state of charge of the first accumulator apparatus and/or on a second state of charge of the second accumulator apparatus, to selectively either operate the first accumulator apparatus and the second accumulator apparatus in a series connection between a first terminal and a second terminal in order to supply power to a vehicle at a first supply voltage, or, in order to supply power to a vehicle by way of the second accumulator apparatus at a second supply voltage, to electrically disconnect the first accumulator apparatus from the first terminal and/or from the second terminal.

Abstract: An ECU switches a control mode to an HV mode when an SOC decreases to a lower limit during an EV mode. The ECU calculates an evaluation value ?D of high-rate deterioration indicating a deterioration component of a secondary battery due to non-uniformity in salt concentration in a battery. The ECU executes high-rate deterioration inhibiting control when the HV mode is currently selected and when the battery is evaluated as deteriorating based on the evaluation value ?D, the high-rate deterioration inhibiting control being control for increasing the SOC by making a control target of the SOC higher than the lower limit of the SOC. On the other hand, the ECU does not execute the high-rate deterioration inhibiting control when the EV mode is currently selected.

Abstract: A contact wire clamp includes a first clamp body and a second clamp body. The first clamp body and second clamp body each define a contact wire channel and a safety rope channel. The safety rope channel includes a plurality of ridges, each of the plurality of ridges spaced apart from neighboring ridges to define a plurality of troughs. The contact wire clamp further includes a mechanical fastener connecting the first clamp body and the second clamp body together. The safety rope channels of the connected first clamp body and second clamp body face each other and together form a safety rope passage.

Abstract: A system for automatic positioning of a railway overhead line comprising: a mechanical arm (12); a first hooking device (31) that can be fixed to the end of said mechanical arm (12); a mast (40) for positioning an overhead line; a second fixed hooking device (41), which is fixed to said mast (40) and can be fixed to said first hooking device (31); said mast (40) comprising at least one horizontal arm (52), set on which is a set of rollers (53), with roller head, for correct positioning of an overhead line.

Abstract: A vehicular child safety system is provided. The vehicular child safety system is adapted to first detect if a child has been left in a vehicle unattended, and then adapted to help the child through utilizing currently provided technology present in today's vehicles. The vehicular child safety system may be retrofitted to pre-existing vehicles with sufficient electronic functionality. The present invention embodies a method for preventing harm to such a child by automatically improving ventilation and providing access through automatically opening windows and unlocking doors, as well as by automatically contacting emergency services if no intervention is provided to remove the child from the vehicle within a predetermined time, thereby ensuring that the child is in safe environment as soon as possible.

Abstract: A gear unit (G) includes a gear housing (2) with at least one locking component (2.4, 2.4?) for a form and/or force-locking mounting of an electric motor (1) to the gear unit (G). The locking component (2.4, 2.4?) is configured as a circumferential edge or flange collar (5), in which a number of undercuts (2.4.1, 2.4.1?) are incorporated, in which the electric motor (1) can be locked by a form or force-locking connection. The gear housing (2) includes an additional locking unit (4) as an additional radial stop, which locking unit can be pressed into the locking component (2.4) to achieve a locked state. An electric gear motor (GM) includes at least one electric motor (1) and the gear unit (G). The locking component (2.4, 2.4?) can be form and/or force-lockingly connected to the motor locking element (A, A?). A seat (S) includes the electric gear motor (GM).

Abstract: In order to improve steering operation operability during cornering while maintaining a driver holding property, a seat apparatus is provided with: a seat back frame; a cornering sensor for detecting a cornering direction of a vehicle; and a control unit that controls the seat back frame on the basis of the result of detection by the cornering sensor. The seat back frame is provided with: left and right side frames disposed on both sides of the seat back frame; a back plate disposed between the left and right side frames; and a swinging mechanism for swinging the back plate with respect to the direction of movement of the vehicle. The control unit controls the swinging mechanism such that, upon detection of a cornering direction of the vehicle by the cornering sensor, the inner one of the sides of the back plate with respect to the cornering direction is positioned rearward of the outer one of the sides with respect to the cornering direction.

Abstract: A single motor dual-motion actuator and method for a vehicle seat includes a pin actuator rotatable in the first rotatable direction from a pin actuator rest position toward a pin actuator first position and rotatable in a second rotatable direction from the pin actuator rest position toward a pin actuator second position. The actuator further includes a first actuator component and a second actuator component. The first actuator component is co-rotatable with the pin actuator from a first actuator component rest position in the first rotatable direction toward a first actuator component actuating position when the pin actuator is rotated to the pin actuator first position. The second actuator component is co-rotatable with the pin actuator from a second actuator component rest position in the second rotatable direction toward a second actuator component actuating position when the pin actuator is rotated to the pin actuator second position.

Abstract: A method controls drive units for adjusting vehicle seat components. According to the method, a vehicle speed-dependent and crash-related nominal position or a vehicle speed-dependent and crash-related nominal position range are defined for at least one component. Starting from an actual position that is the same as the nominal position or from an actual position within the nominal position range, the actual position cannot be manually or automatically adjusted in the first instance or can only be adjusted in the nominal position range in the second instance, independently from the identification of a crash situation. Starting from an actual position that is different from the nominal position or outside the nominal position range, the actual position is automatically adjusted towards the nominal position or the nominal position range, preferably according to the identified defined situations, independently from the identification of a crash situation.

Abstract: A seat slide device that can change sliding resistance when a seat is made to slide in accordance with a situation is provided. A seat slide device includes a lower rail fixed to a floor of a vehicle and an upper rail fixed to a seat of the vehicle and supported to be movable with respect to the lower rail. On the upper rail, a sliding member in contact with the slid surface of the lower rail from above is provided and configured such that the sliding resistance borne by the sliding member when the upper rail is moved is changed by a load in a vertical direction borne by the seat.

Abstract: Provided is a vehicle seat which is attached to a floor of a vehicle via a rail device and a coupling device with a high level of stiffness so as to minimize deformation of the rail device and the coupling device without substantially increasing the weight and the manufacturing cost of the seat. The vehicle seat is provided with an upper engagement portion secured to a member on a side of an upper rail of the rail device, and a lower engagement portion secured to a member on a side of a lower rail of the rail device and including a part opposing a corresponding part of the upper engagement portion from above defining a prescribed gap therebetween. The coupling device is provided laterally spaced from the rail device, and the upper engagement portion and the lower engagement portion are provided substantially directly above the coupling device.

Abstract: An adjustable swiveling passenger seat assembly is disclosed. The adjustable swiveling passenger seat assembly includes a set of base rails coupled to a floor. The adjustable swiveling passenger seat assembly further includes a plurality of pitch clevises coupled on a top surface of each of the set of base rails. The adjustable swiveling passenger seat assembly includes a swivel outer plate aligned in parallel relative to the floor. The swivel outer plate of the adjustable swiveling passenger seat assembly further includes a plurality of slots located on corners of the swivel outer plate and a plurality of spacers disposed within the plurality of slots.

Abstract: A child safety seat includes a seat shell having a backrest portion and a sidewall protruding forward from the backrest portion and having a first rod inside the seat shell, an adjustable headrest movable along the backrest portion, the headrest being fixedly connected with a second rod and a spacer that are located adjacent to each other, and a child restraining harness having a harness strap, the harness strap wrapping around the first rod and forming two folded strap portions that extend downward from the first rod, one of the two folded strap portions wrapping around the second rod, and the spacer being disposed between the two folded strap portions for preventing a contact between the two folded strap portions.

Abstract: The invention is an indicator means on a strap to provide a means of showing when slack in the strap is removed and/or tension is applied to the strap. The strap is secured with respect to an object at one end and to an anchor point at the other end and the indicator means shows visually that the strap has at least had all slack removed therefrom and where the indicator means is arranged to provide an indication from both sides of the strap to allow a visual indication of tension regardless of which direction the strap extends away from the object.

Abstract: An automatic harness system (1) for a child safety seat comprising one tensioning web (3); a retractor device (2) configured to allow tightening of the tensioning web (3), a locking mechanism, a release mechanism is connected to the retractor device (2). The release mechanism comprises an actuator, where a movement of the actuator from a first position to a second position alternates the release mechanism from the first state to the second state, and vice versa. The actuator's position allows a user to identify whether the release mechanism is in the first state or in the second state.

Abstract: Provided is a vehicle seat (1) capable of facilitating the mounting of a cover (30). The cover (30) of a seat cushion (2) is configured such that a upper portion cover (31) is disposed on the upper surface side of the seat cushion (2), a front portion cover (33) extends from the front edge of the upper portion cover (31) to the rear surface side of the seat cushion (2), and a rear portion cover (34) extends from the rear edge of the upper portion cover (31) to the rear surface side of the seat cushion (2). A first link portion (44) which detachably couples the rear edge of the front portion cover (33) and the front edge of the rear portion cover (34) to each other contacts a lower portion pad (22) of a cushion pad (20).

Abstract: A vehicle seat having a seat cushion and ottoman pillars attached to the seat cushion, the seat cushion can be formed in a compact manner. The vehicle seat (S) comprises a cushion frame (F1) including a pair of cushion side frames (85), a cushion front member (86) connecting front ends of the cushion side frames with each other and a cushion rear member (87). The cushion front member is provided with a pair of recesses (143) extending in a fore and aft direction, and a pair of pillar support portions (141) extending in the fore and aft direction are received in and bonded to the respective recesses, the ottoman including a pair of ottoman pillars (135) inserted into the respective pillar support portions.

Abstract: A seat backrest includes right and left side frame segments, a pressure receiving member disposed between the side frame segments movably in a front-back direction, and a cushion pad covering the front of the side frame segments and pressure receiving member. The pressure receiving member includes a main body part, and extending parts extending laterally from both sides of the main body part. The cushion pad includes a back receiving part covering the front of the main body part, and bank parts disposed on both sides of the back receiving part, protruding forward from both sides, and covering the front of the extending parts and side frame segments. A recess is formed at an area, facing a corresponding extending part of the extending parts, of a rear surface of each bank part.

Abstract: A vehicle seating apparatus includes a structural tub and a protective seat load floor wherein the protective seat load floor includes an anti-submarining feature. The apparatus can also be disposed on top of the structural tub housing a battery for an electrified vehicle, wherein the seat load floor serves as the battery cover.

Abstract: A motor-vehicle seat longitudinal adjuster (10) includes a seat part seat rail (14) and a vehicle structure seat rail (16). The seat rails (14, 16) are slidable relative to each other in a longitudinal direction (x) and engage each other forming an inner channel (18). An anchor (20), fastened to the second seat rail (16), is arranged in the inner channel (18). A reinforcing profiled element (22), fastened to the first seat rail (14), is arranged in the inner channel (18). The reinforcing profiled element (22) and the anchor (20) are spaced apart from each other and engage with each other in response to a defined application of force (a crash). The reinforcing profiled element (22) has a connecting section (24) extending out of the inner channel (18) toward a rear for connection to a rear end surface (8) of a seat frame side part (6).

Abstract: The present disclosure provides a vehicle body connecting seat and a suspension system. The vehicle body connecting seat includes an upper plate, suitable for being connected to the vehicle body; a web plate, positioned below the upper plate and connected to the upper plate; a lower plate, positioned below the web plate and connected to the web plate, where the surface of the upper plate facing the vehicle body is provided with a buffer cushion.

Abstract: A ventilation sheet is installed between a seat pad and a skin that form a seat of a vehicle. The ventilation sheet includes a ventilation sheet main body formed in a thin plate-shape including an air flow passage through which an air flow flows, a plurality of openings in communication with the air flow passage of the ventilation sheet main body, the plurality of openings formed to open at a surface of the ventilation sheet main body facing the skin, and a connection passage in communication with the air flow passage of the ventilation sheet main body and in communication with a pad hole provided in the seat pad.

Abstract: A trim component for a vehicle seat base includes a center portion and first and second side portions. The center portion includes a center inner panel that can face a frame of the seat and a center outer panel that can to be visible within a passenger cabin of the vehicle. The center outer panel includes a flexible material and covers the center inner panel. The first and second side portions are fixed on opposite sides of the center portion. Each of the first and second side portions includes a side inner panel that can face the frame of the seat and a side outer panel that can be visible within the passenger cabin. The side outer panel includes the flexible material and covers the side inner panel. The trim component can be fixed to a back of the seat to conceal at least a portion of the frame.

Abstract: A structure of wadded-up seat trim cover, having a plurality of trim cover pieces sewn together at one end, each composed of a wadding member and a skin member, includes a bonded portion formed by bonding the skin member to the wadding member made shorter than the skin member, at a position remote, by a prescribed distance, from the end of the wadding member overlapping the skin member; a first sewn portion formed by bending that portion of the skin member, not overlapping the wadding member, along the end of the wadding member and then by sewing the portions of the adjacent skin members together; and second sewn portions formed by bending each end of the adjacent skin member to the back of the trim cover piece at the first sewn portion and then by sewing the adjacent skin members together at overlapping portions.