Abstract: A retaining valve includes an inlet and a valve member downstream from the inlet, wherein the valve member has first, second, and third positions. A first passage through the valve member allows fluid flow through the retaining valve when the valve member is in the first position. A second passage through the valve member allows fluid flow through the retaining valve when the valve member is in the second position. A third passage through the valve member allows fluid flow through the retaining valve when the valve member is in the third position. A slide moves with respect to the valve member in response to pressure at the inlet. A spring engaged with the slide biases the slide toward the inlet. A seal located at an axial midpoint of the slide prevents flow through the third passage when pressure at the inlet is less than a predetermined pressure.

Abstract: A controller is a control device for a vehicle including an engine, an automatic transmission, and an oil pump and executes a sailing stop control that stops the engine and brings the automatic transmission into a neutral state when a sailing stop condition is satisfied. The controller cancels the sailing stop control to start the engine when a road inclination becomes larger than a predetermined value during the sailing stop control.

Abstract: The power controller, when switching from the second power-source drive to the first power-source drive, determines a specified power of the second power-source based on a ratio of the target transmission capacity of a clutch to the target vehicle power, and controls the second power-source based on the specified power.

Abstract: A driving assistance apparatus for performing driving assistance for a subject vehicle by using a position of the subject vehicle and road map data is provided. The driving assistance apparatus includes a different vehicle information acquisition portion for acquiring travel information about a different vehicle traveling near the subject vehicle, a road extraction section for extracting a junctional road connected, in a vehicle entry allowed manner, to a specific intersection ahead in a travel direction on a traveling road traveled by the subject vehicle, a determination section for determining a possibility of collision between the different vehicle and the subject vehicle when it is detected the different vehicle is traveling in the direction to enter the specific intersection; and a support section for performing a process to avoid the collision when the determination section determines that the possibility of the collision exists.

Abstract: A vehicle, system and method of driving the vehicle. A radar system obtains a measured location of an object in an environment of the vehicle. A processor predicts a location of the object, determines a distance between the predicted location of the object and the measured location of the object, determines a confidence level for the predicted location the object based on the determined distance, selects a tracking state for the object based on the confidence level, and drives the vehicle to avoid the object according to the tracking state of the object. The processor and radar system may be onboard the vehicle.

Abstract: Aspects of the disclosure relate to detecting and responding to objects in a vehicle's environment. For example, an object may be identified in a vehicle's environment, the object having a heading and location. A set of possible actions for the object may be generated using map information describing the vehicle's environment and the heading and location of the object. A set of possible future trajectories of the object may be generated based on the set of possible actions. A likelihood value of each trajectory of the set of possible future trajectories may be determined based on contextual information including a status of the detected object. A final future trajectory is determined based on the determined likelihood value for each trajectory of the set of possible future trajectories. The vehicle is then maneuvered in order to avoid the final future trajectory and the object.

Abstract: Provided is a method for propulsion of a vehicle, said vehicle comprising at least one power source for providing power to at least one drive wheel of said vehicle. The method includes, when said vehicle is to be driven along a first path: determining a torque profile for use in controlling said first power source when driving said vehicle along at least a first segment of said first path; determining said torque profile on the basis of an estimated representation of a demand for torque when driving said vehicle along said first segment; when determining said torque profile, reducing variations in torque delivered by said power source by allowing increased variations in speed of said vehicle; and when said vehicle is driven along said first segment of said first path, controlling torque delivered by said at least one power source according to said determined torque profile.

Abstract: A speed control system for a vehicle. The speed control system has a torque control for automatically causing application of positive and negative torque to one or more wheels of a vehicle to cause a vehicle to travel in accordance with a target speed value. The system receives information indicative of a gradient of a driving surface over which the vehicle is driving, with the torque control being configured to control the rate of change of the amount of torque applied to the one or more wheels in order to attempt to cause the vehicle to accelerate substantially from rest to a target speed value, the rate of change of the amount of torque being controlled by the torque control in dependence at least in part on the received information indicative of the gradient of the driving surface.

Abstract: A vehicle control method includes, by a controller, while an engine is auto-stopped and an electric parking brake is engaged, auto-starting the engine without releasing the electric parking brake responsive to application of an accelerator pedal less than a predefined amount, and auto-starting the engine and releasing the electric parking brake responsive to application of the accelerator pedal greater than the predefined amount. The method also includes comprising auto-stopping the engine and engaging the electric parking brake responsive to vehicle speed being less than a predefined threshold speed.

Abstract: A system and method for operating an automatic start/stop system in a motor vehicle having an internal combustion engine, an automatic transmission and a torque converter with an impeller disconnect clutch is disclosed. A controller may implement an engine start/stop system by, at appropriate times, stopping engine by halting fuel and restarting engine when propulsion is needed. During an engine start/stop event, the engine is automatically shut down and the impeller clutch of the torque converter may be disengaged to decouple the impeller and the engine to provide for fuel and emissions savings.

Abstract: A user-centric driving-support system for implementation at a vehicle of transportation. The system in various embodiments includes one or more vehicle sensors, such as a camera, a RADAR, and a LiDAR, and a hardware-based processing unit. The system further includes a non-transitory computer-readable storage device including an activity unit and an output-structuring unit. The activity unit, when executed by the hardware-based processing unit, determines, based on contextual input information, at least one of an alert-assessment output and a scene-awareness output, wherein the contextual input information includes output of the vehicle sensor. The output-structuring unit, when executed by the hardware-based processing unit, determines an action to be performed at the vehicle based on at least one of the alert-assessment output and the scene-awareness output determined by the activity unit.

Abstract: In one embodiment, systems and methods are disclosed for evaluating autonomous driving vehicle (ADV) driving decisions. A driving scenario is selected, such as a route or destination or type of driving condition. ADV planning and control modules are turned off and do not control the ADV. As a user drives the ADV, sensors detect and periodically log a plurality of objects external to the ADV. Driving control inputs of the human driver are also logged periodically. An ADV driving decision module generates driving decisions with respect to each object detected by the sensors. The ADV driving decisions are logged, but are not used to control the ADV. An ADV driving decision is identified in the logs, and a corresponding human driving decision is extracted, graded, and compared to the ADV driving decision. The ADV driving decision can be graded using the logs and graded human driving decision.

Abstract: Method for automatically assessing performance of a driver (110) of a vehicle (100) for a particular trip, wherein current driving data sets, comprising basic driving data are repeatedly read from the vehicle, which method comprises the steps a) collecting previous-trip driving data sets, comprising instantaneous vehicle energy consumption, for different previous trips, different drivers and different vehicles; b) classifying said previous-trip driving data sets into collections corresponding to vehicle classes; c) classifying the current vehicle (100) into a current class; and d) calculating a performance parameter for the current trip based upon respective performance parameters for previous-trip driving data sets in said current collection; wherein the basic parameter set comprises vehicle velocity and engine rotation speed and/or motor load and energy consumption, and wherein the class-defining parameters comprise characteristic engine rotation speed per vehicle velocity and/or characteristic energy consu

Abstract: A torque-speed curve or data of load that is used as a standard to determine an external condition in which an electric vehicle is operating such as incline or no incline, head wind or no headwind, high temperature or low temperature. The system compares samples of actual torque-speed of load data to the standard. Based on the comparison, the system determines the external condition (going up a hill, traveling into a headwind, operating at high temperature) or an abnormal operation of the vehicle powertrain, for example, low tire pressure, elevated friction, wheels out of alignment. Based on the determination, the system takes an action to govern a maximum torque output of the motor to control temperature of the vehicle battery; to raise a wind deflector; to govern maximum speed of the vehicle to reduce danger resulting from low tire pressure, elevated powertrain friction or out of alignment wheels; or to initiate an indication of abnormal conditions.

Abstract: In one embodiment, a request is received to turn the autonomous driving vehicle (ADV) from a first direction to a second direction. In response to the request, a number of segment masses of a number of segments of the ADV are determined. The segment masses are located on a plurality of predetermined locations within a vehicle platform of the ADV. A location of a mass center for an entire ADV is calculated based on the segment masses of the segments of the ADV, where the mass center represents a center of an entire mass of the entire ADV. A steering control command based on the location of the mass center of the entire ADV for steering control of the ADV.

Abstract: The invention regards a method, a system and a vehicle for analyzing a rider performance. The vehicle is any vehicle that employs a roll angle change for changing its driving direction. Firstly, physical motion parameters of the vehicle in motion are sensed and the measured data is supplied to computing unit. In the computing unit, segments in a time series of measured data are determined by processing the measured data in the computing unit. Each segment corresponds to a rider control behavior and the plurality of such consecutive rider control behavior build a riding maneuver. In the computing unit, the measured data within one segment for at least one of the segments is analyzed by computing at least one characteristic value for the respective segment and/or the sequence of determined segments is analyzed. Finally, an analysis result indicating the rider performance or rider skills is output.

Abstract: Provided herein are systems and methods of alerting occupants in electric or other vehicles to assume manual control of vehicular functions. An environment sensing module can identify a condition to have an occupant within the vehicle assume manual control of a vehicular function. A chassis control module can control actuation of a suspension system, an acceleration system, a brake system, and a steering system. The chassis control module can have a normal mode and an escalation mode. The normal mode can reduce an external force feedback from outside the vehicle. The escalation mode can mechanically induce an internal force feedback from within the vehicle. A policy enforcement module can cause the chassis control module to change from the normal mode to the escalation mode to use one of a plurality of defined feedback patterns as the mechanically induced internal force feedback to convey the identified condition to the occupant.

Abstract: A spring cup for a primary suspension of a rail vehicle, wherein the spring cup has a longitudinal axis and a spring base for transmitting occurring forces onto a chassis frame of the rail vehicle, and includes a spring seat for receiving at least one spring element, wherein the spring seat is supported against the spring base of the spring cup, where a central section of the spring seat is formed as a contact element having a contact surface for an emergency spring device, and the spring seat is configured such that a force acting on the contact surface is introduced into the spring base outside of the projection surface, resulting from the projection at least of the contact surface along the longitudinal axis onto the spring base in order to achieve a transfer of force from the center of the spring base.

Abstract: A side frame used in a railway car truck that has localized areas of increased strength and method of manufacturing the side frame. The side frame is manufactured with a plurality of risers positioned at various locations on the same side wall to enable regions of increased strength proximate the inboard corner of the pedestal jaws and the upper and lower corners of the bolster opening.

Abstract: A railroad car bearing adapter assembly configured to be employed in combination with a high warp restraint truck (with or without an auxiliary or original warp restraint system), and including a low profile thickness and relatively longitudinally narrow roller bearing adapter, a low profile adapter shear pad with a shear stiffness in a range of 85,000 lbs/in to 125,000 lbs/inch, and side wear pad that in combination total clearance in a range of 0.09 inches to 0.36 inches between the side frame thrust lugs and the adapter with the side wear pads. This overall combination reduces wheel wear and damage, reduces fuel consumption, reduces the need for railroad track repair, improves high speed stability and curving performance for both empty cars and loaded cars, provides more truck stability under a loaded car in shallow curves and while encountering certain perturbations, and provides optimum curving performance that enables the axles to better align with curves of relatively high degrees.

Abstract: An apparatus and method for applying lubricant to a rail road track. The apparatus comprising a control module; a housing; a lubricant distribution block; and a plurality of tubes for connecting the control module to the housing wherein the housing houses the lubricant distribution block. The control module is positionable in close proximity to the rail road track and the housing is positionable adjacent to and along a section of rail road track to be lubricated. The lubricant is stored in a vessel in the control module and pumped from the control module to a lubricant distribution nozzle connected to the housing and wherein sliding the lubricant distribution nozzle along the section of rail road track in a first or second direction distributes lubricant along the section of rail road track.

Abstract: The present invention defines a method of determining a vertical profile signal of a rail surface that includes, obtaining a vertical acceleration signal acc1, by measuring vertical acceleration of a bogie of a rail vehicle that runs on the rail surface; processing the vertical acceleration signal to obtain a vertical velocity signal; determining the vertical profile signal of the rail surface, by using the vertical acceleration signal and the vertical velocity signal as inputs to a simulation model of the bogie, the model having an unsprung mass connected to a sprung mass, the vertical acceleration signal acc1 represents the vertical acceleration of the unsprung mass; and measuring a linear velocity signal of the rail vehicle, the linear velocity signal is used in the step of determining to convert the vertical profile signal from the time domain to the distance domain.

Abstract: A power assignment system and method determine a needed amount of power for propelling a vehicle system along a route and identify propulsion-generating vehicles for inclusion in the vehicle system based on power capabilities of the one or more propulsion-generating vehicles. Handling parameters of the vehicle system are determined for different groups of the propulsion-generating vehicles, and the propulsion-generating vehicles in at least one of the groups are selected based on the handling parameters. The selected propulsion-generating vehicles are included in the vehicle system during actual travel of the vehicle system along the route during the trip.

Abstract: A visual diagnostic system for a railroad network is disclosed. The visual diagnostic system may have a sensor associated with a train asset in the railroad network and configured to generate a signal indicative of an operational status of the train asset, and a user interface associated with the train asset. The visual diagnostic system may also have a controller in communication with the sensor and the user interface. The controller may be configured to display on the user interface a graphical representation of the train asset in response to the signal.

Abstract: Disclosed is a system, method, and apparatus for communicating instructions to at least one locomotive approaching or traversing a predetermined zone. The system includes a first communication device located at or associated with the predetermined zone, configured to communicate audio data from a field operator, and a second communication device located on or associated with the at least one locomotive. The system includes at least one processor that is programmed or configured to receive the audio data from the first communication device, convert at least a portion of the audio data to text data, and directly or indirectly transmit at least one message to the second communication device. The system further includes a locomotive display device in the at least one locomotive configured to display at least a portion of the at least one message received by the second communication device to an operator of the at least one locomotive.

Abstract: A lift-truck having a height adjustable load engagement means and a lifting/lowering unit and a support wheel and a climbing wheel and comprising a detection sensor arranged to detect a pallet located in front of the load engagement means and in a control unit to control the lifting/lowering unit, in response to a signal indicative of a detected pallet, to move the load engagement means to place the climbing wheel at a first predetermined height over the ground surface and, control the lifting/lowering unit to lower the load engagement means to place the climbing wheel at a second predetermined height over the ground surface when an operational parameter, indicative of movement of the lift-truck, equals a predetermined value.

Abstract: An electric actuator mechanism for a retractable steering column assembly includes an electric motor. The mechanism also includes a drive gear driven by the electric motor. The mechanism further includes a driven gear driven by the drive gear, the driven gear and the drive gear moveable relative to each other between an engaged condition and a disengaged condition, the driven gear operatively coupled to a translating assembly for translating a retractable portion of the retractable steering column assembly between an extended position and a retracted position, the retractable portion disposed in the extended position in a standard driving mode and in the retracted position in an autonomous driving mode, the driven gear and the drive gear moved to the disengaged condition upon a force exerted on the retractable portion by a driver in a direction toward the extended position.

Abstract: An extendable steering column assembly includes a steering shaft, an energy absorption device, and a self-locking telescope actuator. The steering shaft is configured to rotate about an axis, and includes a forward shaft portion mounted for rotation to a fixed support structure, and a rearward shaft portion mounted for rotation to a jacket. The rearward shaft portion is configured to axially translate with the jacket. The energy absorption device is engaged to the jacket. The telescope actuator includes a rod extending along a centerline, a nut threaded to the rod, and a casing in operable contact with the nut. Rotational motion along with axial translational motion is induced between the rod and the nut when at least in at least a power state.

Abstract: One steering column assembly includes a bracket connectable to a vehicle, a jacket with an aperture and a wall thickness at the aperture, a steering shaft supported by the jacket, a locking assembly, a bending strap having jacket and rack portions, and an engaging body irrotatably positioned at least partially inside the aperture. The steering shaft is rotatable relative to the jacket about a longitudinal axis of the steering shaft, and the rack portion overlays and is separated from the jacket portion. The engaging body is coupled to or forms part of the bending strap jacket portion and thereby couples the bending strap rack portion to the jacket. The engaging body has a thickness that extends toward the longitudinal axis past the jacket wall thickness at the aperture. The locking assembly is configured to selectively restrict the rack portion from moving relative to the bracket.

Abstract: Hydraulic bi-directional flow switches are disclosed. A disclosed example apparatus includes a piston disposed in a fluid channel between a first fluid connection and a second fluid connection, where the first and second fluid connections define a fluid pathway for hydraulic steering fluid. The example apparatus also includes a detector to detect a movement of the piston away from a default position of the piston, where the piston is to displace from the default position when the hydraulic steering fluid flows along the fluid pathway.

Abstract: A reducer of an electric power steering apparatus comprises a worm wheel and a worm shaft connected to a motor shaft, the worm wheel and the worm shaft being engaged with each. The worm wheel includes: a ring-shaped hub into which the steering shaft is inserted and having a plurality of outer protrusions formed on the outer peripheral side thereof; a teeth-shaped part, engaged with the worm shaft and formed on the outer peripheral surface thereof, and inner protrusions, formed on the inner peripheral surface thereof, protruding in a radial direction, and formed in the circumferential direction; a ring-shaped insert ring inserted into the inner side of the teeth-shaped part and having support protrusions formed on the outer peripheral side thereof; and a boss integrally injection-molded between the outer peripheral side of the hub and the inner peripheral side of the teeth-shaped part.

Abstract: An electromechanical motor vehicle power steering mechanism may include an electric motor and a control unit. The electric motor may be configured to provide a steering assist force. The control unit may be configured to control a current to the electric motor. Further, the control unit may include two redundant power supply units. Each of the two redundant power supply units may be connected to a vehicle battery. Also, the two power supply units may each comprise a primary winding and a secondary winding as part of a flyback transformer with a shared iron core. The shared magnetic core may be E-shaped with a middle leg and two side legs. The primary winding and the secondary winding of one of the two redundant power supply units may be wound around a first of the two side legs.

Abstract: A utility vehicle steering system includes a steering gear for transmitting a manual torque from a steering wheel to a steering drop arm. An electric motor provides an auxiliary torque for the steering boost, which is provided exclusively electrically over the entire operating range of the steering system. An input shaft and an output shaft have axes of rotation that are skewed with respect to each other. A first gear device couples the input shaft to the output shaft. A second gear device has the electric motor connected to the input side and has at least one speed-reduction gear stage in the form of a coaxial gear with a high transmission ratio. The output side of the second gear device is coupled to the output shaft and its speed reduction gear stage, a coaxial gear with a high transmission ratio, is coaxial with the output shaft.

Abstract: An electronic control unit includes: inverter circuits of first and second systems driving a multiphase motor with coil sets on a coil set basis; first and second phase potential detecting circuits detecting potentials of at least one phase of current supply paths from the inverter circuits to the coil set; and a diagnosis apparatus detecting a failure based on potentials detected by the first and second phase potential detecting circuits. Under condition that the inverter circuit of the first system turns ON the upper or lower arm switching element corresponding to one phase of the first coil set and turns OFF the other one so that the inverter circuit of the second system has a high-impedance output, when the potential detected by the second phase potential detecting circuit corresponds to an output potential of the inverter circuit of the first system, the diagnosis apparatus determines that a short-circuit failure occurs.

Abstract: An input/output device is connected, via an in-vehicle communication network, to a control device for controlling a motor provided in an electric power steering apparatus that is provided in a vehicle. The input/output device generates an excitation start instruction signal for starting excitation in the motor on the basis of an externally input excitation start instruction, transmits the generated excitation start instruction signal to the control device over the in-vehicle communication network, and receives response data relating to the excitation of the electric power steering apparatus, the response data being detected by the control device while the excitation is underway, from the control device over the in-vehicle communication network.

Abstract: The disclosure relates to a steering system useful for providing stable control during rear axle steering of harvesters, such as self-propelled windrowers. The steering system utilizes a single steering cylinder and retracted caster cylinders to regulate rotation of the casters during rear axle road operation mode. The steering system locks the steering cylinder and uses the caster cylinders for damping during in-field operation mode.

Abstract: A power steering system includes a steering column assembly, a steering gear assembly, and a pressure sensor, and a torque sensor. The steering column assembly has a steering shaft and the steering gear assembly is operatively connected to the steering shaft. The steering gear assembly has an input shaft that extends through a valve housing and extends into a rack housing. The pressure sensor is arranged to provide a pressure signal indicative of a fluid pressure of at least one of a first cavity and a second cavity disposed within the rack housing.

Abstract: A lock system can be provided at each rear wheel assembly of a four wheel steering system to physically lock the rear wheel assemblies in a fixed direction to safely prevent rear wheel steering when such feature is undesirable. The lock system can use an electronically controlled actuator to hydraulically drive or retract a lock cylinder to lock or unlock the rear wheel assemblies, respectively. Sensors can be used to detect whether the lock cylinders are driven or retracted by their respective actuators, so that a controller monitoring the sensors can determine whether four wheel steering is enabled or disabled.

Abstract: An apparatus and a method for controlling a rear wheel steering (RWS) system, may include determining, by a controller, whether an abnormality occurs in a rear wheel alignment based on information collected from the vehicle; determining, by the controller, a correction amount of the rear wheel alignment for correcting the abnormality occurring in the rear wheel alignment using predetermined data based on one or more of the information collected from the vehicle when the abnormality is determined to occur in the rear wheel alignment; correcting, by the controller, a rear wheel control position determined based on variable information related to an RWS control using the determined correction amount of the rear wheel alignment; and controlling, by the controller, an RWS actuator of the vehicle based on the corrected rear wheel control position, and an apparatus for controlling an RWS system.

Abstract: An axle assembly having an axle beam and a kingpin. The axle beam may have a kingpin receiving hole that may have a tapered portion that extends between a lower surface of the axle beam and an upper surface of the axle beam. The kingpin may be disposed in the kingpin receiving hole and may have a kingpin taper that mates with the tapered portion.

Abstract: A method for sideways movement of an earth working machine (10), the earth working machine (10) comprising a machine frame (12) that stands via at least one front drive unit (18) and at least one rear drive unit (20) on a standing surface (A) of a substrate (U), which drive units (18, 20) are configured to roll on the substrate (U) in a running direction (D), the drive units (18, 20) being rotatable relative to the machine frame (12) around a steering axis (S) associated with the respective drive unit (18, 20), wherein the method-related sideways movement occurs in a sideways direction (V) that deviates from the travel direction of the earth working machine (10) determined by the respective steering angle, the method encompassing the following steps: tilting the drive units (18, 20) relative to the standing surface (A) around a tilt axis (N) enclosing an angle, preferably a right angle, both with the associated steering axis (S) and with the running direction (D) of the drive unit (18, 20), in such a way t

Abstract: A vehicle steering system includes a first sensor sensing a pinion angle of a handwheel and a second sensor sensing a torsion bar windup angle. An autonomous steering module generates a steering command having an input torque signal. A steering angle controller is configured to determine a filtered handwheel acceleration based on the pinion angle and the windup angle. The steering angle controller also determines an offset torque based on the filtered handwheel acceleration. Further, the steering angle controller applies the offset torque to the input torque signal to define a refined torque signal that compensates for inertia and off-center mass of the handwheel.

Abstract: The purpose of the present invention is to obtain assistance for traveling in an appropriate position, through steering assistance control, when a driver intends to travel in a position offset either to the left or to the right from the center of a traffic lane. Provided is a vehicular steering assistance control device for controlling a host vehicle so that the vehicle travels in a predetermined position of a traffic lane, wherein the amount of steering control is adjusted according to the driver's intentions.

Abstract: An assisted steering system with vibrational function for vehicles is applied to a steering system of a vehicle. The steering system has a first steering column and a second steering column, and the assisted steering system includes a speed-adjustable steering device and an electronic control unit. The speed-adjustable steering device is connected between the first steering column and the second steering column and has a motor. The electronic control unit is electrically connected to the motor, generates a vibration driving current when receiving a warning command, combines a steering driving current with the vibration driving current to generate a motor control current, and outputs the motor control current to the motor of the speed-adjustable steering device to excite windings of the motor with the vibration driving current in generation of a vibrational effect.

Abstract: A torque box includes a box body extending along a longitudinal axis and a reaction wall coupled to the box body. The reaction wall is obliquely angled relative to the longitudinal axis to receive an offset load. The torque box further includes a plurality of ribs coupled to the reaction wall. Each of the plurality of ribs is oriented perpendicularly to the reaction wall to resist the offset frontal load received by the reaction wall. The torque box also includes a bridge rail coupled to the box body. The bridge rail is configured to allow load transfer between the frame rail and the rocker panel. At least a portion of the bridge rail is obliquely angled relative to the longitudinal axis.

Abstract: A support structure for a vehicle includes a first longitudinal node and a second longitudinal node. The second longitudinal node is disposed rearward of the first longitudinal node along a central longitudinal axis of the vehicle. The first longitudinal node is disposed inboard of the second longitudinal node relative to the central longitudinal axis. A deflector rail is positioned adjacent to the support structure, between the first longitudinal node and the second longitudinal node. The deflector rail is operable to increase a stiffness of the support structure in response to a load applied to a front of the vehicle offset from the central longitudinal axis, and not increase the stiffness of the support structure in response to a load applied to the front of the vehicle that includes the central longitudinal axis.

Abstract: An apparatus for protecting against damage to a vehicle during a low speed collision. The apparatus includes a headlamp adapted to breakaway to provide the vehicle with front end compliance for pedestrian protection. To avoid causing further damage to vehicle components during the low speed collision, a compressible stopper, such as a foam block, is provided for simultaneously engaging the headlamp and a component of the vehicle during the rearward movement of the headlamp as a result of the collision. Related methods are also disclosed.

Abstract: A vehicle roof stiffener includes a metal or metal alloy frame defining a central opening and at least one corner. The vehicle roof stiffener also includes a fiber reinforced polymer (FRP) portion including at least one transition structure comprising a metal or a metal alloy. At least some of the fibers of the FRP portion are embedded in the transition structure. The FRP portion is located in the at least one corner. In some examples, the frame includes an opening in the at least one corner, and the FRP portion spans the opening. In other examples, the FRP portion overlaps the frame at the at least one corner. The FRP portion located at the corner may improve rigidity of the roof stiffener to increase resistance to a racking motion and increase the overall stiffness of the vehicle.

Abstract: There is provided a vehicle front section structure including: a cowl top panel that extends in a vehicle width direction along a lower portion of a windshield glass, that supports the windshield glass, and that has an open cross-section structure; and a cowl reinforcement that is joined to both a lower portion of the cowl top panel and an upper portion of a dash panel, that extends in the vehicle width direction, and that has a closed cross-section structure.

Abstract: A snow and rain deflector assembly for vehicles for preventing whiteout conditions on snow covered roads caused by commercial vehicles. The snow and rain deflector assembly for vehicles includes a sleeve assembly including a sleeve having a side wall and a bottom; a sleeve support assembly in communication with the sleeve and adapted to removably mount the sleeve to a vehicle such as a trailer; a panel support member removably fastened to and depending from the sleeve assembly; and panels secured to and depending from the panel support member.