Abstract: A liftable carrying apparatus includes a carrying frame having at least two longitudinal beams extending relative to each other and connected with each other. The carrying frame has, a first support for the cargo, which first support can be driven on up to a maximum width transversely relative to the at least two longitudinal beams. A receiving location is provided for the lifting apparatus, and contact surfaces are provided for direct placement of the carrying apparatus on a terminal floor. A second support is arranged at or between arms of a first support device. A length of the arms is selected so that the first support in a first pivotal position of the arms is prolonged by the second in such a way that it can be driven on and that the second support is raised in a second pivotal position of the arms relative to the first support.

Abstract: A device for connecting a cross member for receiving pivot pins on two lower longitudinal members of a car body for a rail vehicle. The cross member has a transversal part that connects the two longitudinal members to each other in the region of the connection, and a longitudinal part that extends to the closest car front. The lower longitudinal members extend over the complete length of the car body and consist of multi-chamber hollow profiles made of a fibre composite material. The number of chambers of the multi-chamber hollow profile of each longitudinal member is reduced in the region of the connection such that the wall material of at least one chamber was removed in such a way that the webs to the adjacent chambers are exposed. At these places, load-introducing elements engage, to which load-introducing elements the cross member is attached.

Abstract: A heating floor panel unit of a railcar includes: a heater-equipped floor panel; a first flange horizontally projecting from one end of the floor panel in a car longitudinal direction and fixed to a carbody by a fastening member; and a second flange horizontally projecting from the other end of the floor panel in the car longitudinal direction and fixed to the carbody by a fastening member. The first flange and the second flange are located at such a height that upper ends of the fastening members are located below an upper surface of the heater-equipped floor panel. The first flange, as viewed from above, is located in such a manner that a position of the first flange in a direction orthogonal to a direction in which the first flange projects does not overlap a position of the second flange in the orthogonal direction.

Abstract: An axle box suspension of a railcar includes: a coupler extending from the axle box in a car longitudinal direction and including a tubular portion at a tip end portion of the coupler, the tubular portion opens toward both sides in a car width direction, the coupler coupling the axle box and a bogie frame; a core rod inserted into an internal space of the tubular portion, a pair of protruding portions provided at both respective sides of the core rod in the car width direction; an elastic bushing interposed between the tubular portion and the core rod; a pair of receiving seats at the bogie frame, including a pair of recess portions and a pair of groove portions, a pair of lids supporting the pair of protruding portions fitted into the pair of groove portions, and fasteners fixing the lids to the receiving seats.

Abstract: Providing an alert to a user of a multi-passenger mode of transport includes receiving first biometric information about the user and a destination for the user; receiving second biometric information about the user; based on the second biometric information, determining the destination for the user; based at least in part on the destination for the user, determining a first location within the multi-passenger mode of transport; and transmitting a first command to control a first display device proximate to the user, based on the first location.

Abstract: A method of controlling a vehicle to soft-land at a target destination includes: determining a terminal set, which is a set of system states of the vehicle under which the vehicle will converge to a target set under constant zero control input; determining a sequence of polytopes, each polytope being an approximation of a backward reachable set of system states of the vehicle; and controlling the vehicle to reach the destination based on the determined polytopes. The method may be performed by one or more controllers.

Abstract: A portable stop determining device 10 includes an acceleration sensor 115 and a state grasp unit 143 in order to detect that a vehicle such as a train stops, with an adequate degree of accuracy, even when position information of a user and time information are not available. The state grasp unit 143 outputs an alarm signal when detecting deceleration in a direction of travel of the vehicle based on a measured value from the acceleration sensor, and detecting that posture of the portable stop determining device carried by a person riding on the vehicle inclines in the direction of travel and then returns to a basic state.

Abstract: A measurement system for a vehicle includes an acceleration sensor. A first acceleration sensor of a sensor pair is fastened to a vehicle wheel and a second acceleration sensor of the sensor pair is fastened to the same vehicle wheel diametrically opposite with respect to the wheel axle. An evaluation device is connected to the two acceleration sensors of the sensor pair and generates an output measurement signal using the sensor signals from the two acceleration sensors.

Abstract: A vehicle control system includes a movement sensor configured to output information indicative of movement of a vehicle system and a controller configured to determine whether the vehicle system has stopped moving based on the information that is output from the movement sensor. The controller is configured to increment a counter based on a length of time that the vehicle system has remained stopped. The controller is configured to control operation of the vehicle system based on the counter that is incremented.

Abstract: A vehicle has a detection device for detecting a route-side transmitter device. The detection device has at least two receiving antennas which are suitable for receiving a magnetic field component, oriented in a longitudinal direction of the vehicle, of electromagnetic radiation which is emitted by the route-side transmitter device. The at least two receiving antennas are arranged with an offset in the longitudinal direction of the vehicle.

Abstract: According to one embodiment, a train operation planning support system displays a timetable of a train in which a first required time and a first buffer time are placed for running time of the train and a second required time and a second buffer time are placed for dwell time of the train. The first required time is time required for a train running between a departure station and an arrival station. The first buffer time is buffer time obtained by subtracting the first required time from running time of the train set as a target value. The second required time is time required for the train stopping at the arrival station. The second buffer time is buffer time obtained by subtracting the second required time from dwell time of the train which is set as a target value.

Abstract: The method comprises: an exchange step during which said reference WRU (wayside radio unit) receives cooperation data generated by each of one or more other WRUs, the cooperation data generated by a given WRU being representative of respective failure probabilities of at least part of the devices in communication with said given WRU, each failure probability being representative of a probability of an interruption of the communication link between the considered device and the WRU in communication therewith, said interruption risking causing an emergency stop of the corresponding vehicle, an optimization step during which said reference WRU determines, based on said failure probabilities, a resource allocation scheme defining at least time-frequency resources allocated to all or part of the devices which are in communication with said reference WRU, an operation step, wherein said resource allocation scheme is implemented by said reference WRU.

Abstract: A system controls a level crossing of a railway track installation. The railway track installation includes at least one track. The system includes at least two magnetometers associated with the at least one track and placed at corners of a crossing area between the at least one track and a road. The system also includes a level crossing control unit configured for receiving data from the magnetometers. Each magnetometer is arranged to detect a respective magnetic field vector of the earth's magnetic field and to send data representative of the magnetic field vector to the control unit. The control unit is configured to elaborate the data to detect changes in the magnetic field vectors due to the presence of a train in the crossing area and to control the level crossing as a function of the detected changes.

Abstract: A dolly includes an actuated platform and obstruction sensor as well as a camera and a depth sensor. The eye height of a user is determined according to outputs of the camera and depth sensor. The platform is then moved to an elbow height determined based on the eye height and the depth sensor is moved to a position above the platform. In response to detecting obstruction of the obstruction sensor, the platform is lowered. Upon completion of loading, the platform is lowered to a lowest position. A stand may be retracted upon lowering of the platform to its lowest position.

Abstract: A utility cart includes a flooring apparatus and a pair of wheels. The flooring apparatus includes first and second bracket assemblies and first and second panel members. The first and second panel members are movable relative to the first and second bracket assemblies between an unfolded position in which the first and second panel members extend horizontally and a folded position in which the first and second panel members extend vertically. One wheel of the pair of wheels is attached to the first bracket assembly and another wheel of the pair of wheels is attached to the second bracket assembly. The flooring apparatus is disposed between the pair of wheels when the first and second panel members are in the unfolded position and the folded position.

Abstract: Various configurations of light weight pick carts are disclosed; some embodiments may alternate between a first configuration having two shelf racks and a second configuration having both a shelf rack and a flatbed. A first shelf rack has multiple accessory support units attached, having multiple different configurations to facilitate holding differing shapes, sizes, or weights of accessories. Swivel casters and multiple handle locations can enhance maneuverability; and proper selection of material and use of perforation and wire frames may reduce weight to ease operation. For stability, a removable second shelf rack may engage the first shelf rack using hooks, while a removable flatbed unit may engage the first shelf rack using notches. The second shelf rack provides more discrete storage locations, while the flatbed permits transportation of larger or heavier items. This versatility enhances the utility of the cart.

Abstract: Disclosed is a safety restraint and transport cart comprising a lower support frame, a mid-level support having left and right upper rails and a plurality of rear support rails, a handling system of wheels, brakes, a handle bar, and support rails, and a safety restraint net and net support system having a safety restraint net with a stain and tear-resistant net having a non-abrasive texture, a left and right net side affixments, a forward net affixment, a mid-frame net affixment, a rear next affixment, an upper net affixment, a front restraint for legs, a rear restraint for hands, and safety structure which avoids compression damage to the arms and hands of a restrained person.

Abstract: The present disclosure provides a transporting apparatus. The transporting apparatus can include the following components: a first frame support configured to support an object; a second frame support configured to roll the transporting apparatus and to move relative to the first frame support; and a plurality of shock absorbing elements positioned between the first frame support and the second frame support.

Abstract: An improved auto-chocking enabled cargo dolly that is towable by ground support equipment. The dolly has a frame, wheels attached to the frame that support the frame and rotate to allow movement of the frame, a tow bar, a linkage in communication with the tow bar and that actuates when the tow bar is raised, and a wheel engagement chocking system fixed to the dolly frame and disposed to selectively engage at least one of the wheels attached to the dolly frame. The wheel engagement system is responsive to a position of the linkage, where the wheel engagement chocking system applies pressure directly to at least one of the wheels to hold the wheel(s) in place when the linkage is actuated by the tow bar.

Abstract: An improved cargo dolly for transporting cargo is described having a mobile dolly frame, a main shaft on the frame, a lever proximate to a first part of the frame (where the lever is movable relative to the frame and in responsive communication with the main shaft), a first set of transfer sprockets mounted to the main shaft, a secondary shaft rotatably disposed at a second part of the frame (where the first part is remote from the second part), a second set of transfer sprockets mounted to the secondary shaft, a chain disposed about the first set of transfer sprockets and the second set of transfer sprockets, and a locking pin having a first end fixed to the secondary shaft and a second end configured as an angled latch. Rotation of the lever responsively causes the locking pin to remotely rotate at the second part of the frame.

Abstract: An interactive user interface for a steering wheel is provided. A user interface is provided on one or more portions of the steering wheel. The user interface recognizes gesture movements made by a user thereon. The user interface allows navigation of a set of controls associated with a menu provided through the user interface based on the recognized gesture movements.

Abstract: A steering wheel assembly includes a steering rim and a steering housing connected to the steering rim. The steering wheel assembly also includes at least one pressure sensitive component disposed within the steering housing. The at least one pressure sensitive component generates electric signals in response to force applied on the steering housing. The at least one pressure sensitive component may include any one of at least one piezoelectric switch, a piezoelectric sensor, and a capacitive array. Further, at least one pressure sensitive component may provide a haptic feedback. Additionally, a Printed Circuit Board (PCB) disposed within the steering housing is electrically connected to the at least one pressure sensitive component. The PCB includes a controller that determines a user input or a gesture made by a user on the steering housing based on the electric signals received from the at least one pressure sensitive component.

Abstract: A vehicle steering assembly has a steering handle for steering a vehicle and a suspension part that can be secured to the vehicle. The steering handle is secured to the suspension part and it can be pivoted with respect to the suspension part about a pivot axis in a steering position and a table position, in which the steering handle can be used as a table.

Abstract: A steering column assembly for a vehicle includes a housing, a shaft and an end stop means. The shaft is rotatably mounted with respect to the housing and is configured for attachment of a steering wheel at one end with an engagement portion connected to and configured to rotate with the shaft. The end stop means is located in the path of the engagement portion and engageable with the engagement portion upon rotation of the shaft through a predetermined angle. The engagement portion engages with the end stop means upon rotation of the shaft through predetermined angles in both directions. The engagement portion includes a member projecting outwardly from the shaft. The end stop means is mounted on the housing and the end stop means comprises a strip of material bent into a generally T-shape.

Abstract: A retractable steering column assembly includes a retractable portion. The assembly also includes an electric actuator mechanism for translating and tilting the retractable portion throughout a plurality of regions, each of the regions defining distinct manual adjustment restrictions and tilt position boundaries of the retractable steering column assembly.

Abstract: A retractable steering column assembly includes a retractable portion. Also included is an electric actuator mechanism for translating and/or tilting the retractable portion. Further included is a latch moveable between a latched condition and an unlatched condition, the latched condition allowing manual adjustment of the retractable portion, the unlatched condition preventing manual adjustment of the retractable portion.

Abstract: A steering column assembly includes a jacket assembly, a locking assembly, and an adjustment lever. The jacket assembly extends along a steering column axis and is connected to a support bracket. The locking assembly is movable between a locked position that inhibits movement of the jacket assembly relative to the steering column axis and an unlocked position that facilitates movement of the jacket assembly relative to the steering column axis. The adjustment lever is arranged to pivot about a lever axis to move the locking assembly between the locked position and the unlocked position.

Abstract: A steering apparatus 200 comprises an outer column 10 provided with a guide groove portion 25, an inner column 11 provided with a stopper 300, and a steering shaft 3 on which a steering wheel 101 is attached. An adjustable range of a telescopic position of the steering wheel 101 is restricted by the stopper 300 being contacted with a portion, at a rear side of the vehicle, of the guide groove portion 25. The stopper 300 includes a stopper body 331 and a fastening and connecting means 332 for fixing the stopper body 331 to the inner column 11. The stopper body 331 and the inner column 11 are formed, respectively, with through-holes 331c and 11a communicated with each other, through which the fastening and connecting means 332 is inserted. With this configuration, a steering apparatus in which the stopper can be easily attached to the inner column is provided.

Abstract: According to an aspect, there is provided a steering device including a pipe, a housing, a telescopic mechanism, and a load absorbing mechanism. The load absorbing mechanism includes an EA plate disposed in the pipe, a guide plate overlapped with the EA plate, and a connection member which connects the EA plate and the guide plate to each other, and which is slidable with respect to the EA plate and the guide plate in a case where a forward acting load applied to the pipe has a predetermined value or greater.

Abstract: According to an aspect, there is provided a steering device including a pipe, a housing, a telescopic mechanism, and a load absorbing mechanism. The load absorbing mechanism includes a first connection member connecting a hanger bracket and an EA plate to each other and a second connection member connecting a guide plate and the EA plate to each other. In a case where a forward acting load applied to the pipe has a predetermined value or greater, the load absorbing mechanism is configured so that the first connection member is slidable on the EA plate, and is configured so that the second connection member is slidable on the EA plate.

Abstract: According to an aspect, there is provided a steering device including a pipe, a housing, a telescopic mechanism, and a load absorbing mechanism. The load absorbing mechanism includes an EA plate disposed in the pipe, a guide plate disposed in a telescopic movable portion, and overlapped with the EA plate, and a connection member connecting the EA plate and the guide plate to each other. Dimensions of the load absorbing mechanism are set so that a load applied between the connection member and the EA plate is lower than a load applied between the connection member and the guide plate.

Abstract: A steering shaft axially mounted rotatably in a shell and a guide part by which the shell is held. An energy absorption device arranged between the guide and shell has a bending wire coupled by a first end to the shell and a second end to the guide. A rail is attached to the shell. A pin is coupled to the guide. The second end of the bending wire has a coupling section that engages behind the pin and is braced at a support point on the side wall in the event of a crash and the support point is arranged on the side of the pin gripped by the coupling section. The pin has a first spacing from the side wall. A second spacing between the pin and the support point measured axially is at least 1.1 times the first spacing.

Abstract: A steering column may include an outer casing unit in which an inner casing tube that rotatably mounts a steering shaft is received such that the inner casing tube is displaceable and fixable in an axial direction. An energy absorption device operatively disposed between the casing tube and the casing unit may absorb at least some energy in a crash event where the casing tube is telescopically displaced relative to the casing unit. The energy absorption device may include a deformation strip fastened to but spaced apart from the casing tube, fixed in a radial direction by a spacer on the casing tube, to which deformation strip a deformation slide that is connected to the casing unit is disposed. The deformation slide may encompass and jam outer narrow sides of the deformation strip such that the deformation slide deforms the deformation strip in a crash event.

Abstract: Provided is a hollow rack bar including a rack portion that is engaged with a pinion gear and faces supported by a yoke. The hollow rack bar includes: the rack portion engaged with the pinion gear; and the supported faces provided on a back side of teeth of the rack portion and supported by the yoke. The rack portion is formed by locating a toothed mold on an outer face of a circular tube material, and inserting a cored bar into the circular tube material to pressurize an inner face, thereby transferring a shape of the toothed mold. The supported faces are formed by removal processing or deformation processing of a back side of the teeth rack portion of the circular tube material.

Abstract: A steering column assembly for a vehicle includes a housing, a shaft rotatably mounted with respect to the housing and being configured for attachment of a steering wheel at one end, an engagement portion connected to and configured to rotate with the shaft, and end stop means which is mounted to the housing and is located in the path of an intermediate rotor which is mounted to the shaft and which is configured to be independently rotatable relative to the shaft, the intermediate rotor being simultaneously engageable with both the engagement portion and with the end stop upon rotation of the shaft through a predetermined angle.

Abstract: An electric power-steering control device has a substrate, a heat-generating component, and a heat-storing body. The heat-generating component is disposed on one surface of the substrate and generates heat when activated. The heat-storing body is capable of storing the heat from the heat-generating components. The heat-storing body has a main body having a rectangular plate shape and disposed on the one surface of the substrate. The heat-storing body has a notch section or a recess section.

Abstract: The failure detection device includes: a failure detection unit configured to detect failure of a torque detection unit, the torque detection unit detecting torque applied to a rotary shaft with plural torque sensors; and a controller configured to control drive of a motor such that the motor outputs continuous torque in an event that the failure detection unit detects failure of the torque detection unit, the continuous torque continuously generating torque that is, if at least one of the plural torque sensors is working properly, detectable by the at least one of the plural torque sensors.

Abstract: A coupling assembly includes a flexible coupling and a first adapter. The flexible coupling defines an opening that extends along a central longitudinal axis between a first coupling end and a second coupling end. The first adapter is arranged to be at least partially received within the opening proximate the first coupling end. The first adapter extends between a first adapter first face and a first adapter second face. The first adapter defines a first adapter post and a first adapter hole. The first adapter post that extends from the first adapter first face. The first adapter hole that extends from the first adapter first face towards the first adapter second face.

Abstract: A manual steering command value generation unit generates a manual steering command value, using a steering torque. A summed angle command value calculation unit calculates a summed angle command value, by adding the manual steering command value to an automatic steering command value. A control unit performs angle control of an electric motor, based on the summed angle command value. The control unit includes a basic torque command value calculation unit that calculates a basic torque command value, a disturbance torque estimation unit that estimates a disturbance torque other than a motor torque of the electric motor applied to an object driven by the electric motor, and a disturbance torque compensation unit that corrects the basic torque command value, based on the disturbance torque. The manual steering command value generation unit uses an estimated torque calculated based on the disturbance torque, when generating the manual steering command value.

Abstract: A servo controller calculates a base assist torque so that a steering torque follows a target steering torque. A convergence control calculation unit provided as a correction control calculation unit calculates a correction control value in accordance with a steering speed which is a steering state value. A torque converter outputs a torque limit value determined by converting a current limit value into a torque to a servo limit value calculation unit. The servo limit value calculation unit calculates the servo limit value so that an absolute value of the servo limit value to be larger than an absolute value of the torque limit value in at least a part of a region of the steering speed or the correction control value.

Abstract: There is provided a novel electric power steering device capable of continuing a steering assist function as much as possible even in an environment where moisture enters inside a housing of an electric motor due to breakage of a rubber boot and an electrical short circuit phenomenon occurs. A stator 14 around which a winding is wound is vertically divided into two areas in the direction of gravity, a winding 16 of one system is wound in the upper stator area of the stator 14 while the winding 16 of the other system is wound in the lower stator area of the stator 14, and power of the winding of one system is controlled by an electronic control means 33 of one system while power of the winding of the other system is controlled by an electronic control means 34 of the other system.

Abstract: An ECU includes plural sensor units and plural control units. The sensor units include magnetic field detection elements for detecting a rotation of a motor, and output mechanical angles related to the rotation angle in one rotation and count values related to the number of rotations of the motor, respectively. One rotation of the motor is divided into indefinite regions, in which detection deviation of the count values may occur, and definite regions, in which no detection deviation occurs. The definite region of the count value is set to deviate from the definite region of the other count value. Absolute angle calculation units calculate the absolute angles using the count values of the definite regions.

Abstract: A motor vehicle for piloted driving including a front axle steering system and a rear axle steering system. In the active, trouble-free driving state with a piloted driving, the driving task for steering the front axle is performed by a front axle steering control which automatically controls the front axle steering system. A failure of the automatic front axle steering control is automatically recognized with a failure recognition device and the vehicle steering is taken over by the rear axle steering system. The motor vehicle is equipped with a device for controlled wheel-selective brake intervention. In case of a failure of the automatic front axle steering control, this device is controlled in such a way that an automatic centering of the front axle steering system is performed by wheel-selective braking interventions.

Abstract: A vehicle includes a first steered axle and a second steered axle behind the first steered axle. The second steered axle is steerable independently from the first steered axle. The vehicle includes wheels on the second steered axle. An electric steering motor is connected to the at least one of the wheels.

Abstract: A vehicle system comprises a hitch assembly mounted on a vehicle, a display, and a controller. The controller is configured to access a saved configuration for the hitch assembly and display the saved configuration on the display. The controller is further configured to receive a selection of the saved configuration and program a characteristic of the hitch assembly based on the selection.

Abstract: A motor vehicle power steering mechanism with an electric motor for steering assist and/or steering, and a steering controller, which controls the electric motor with a position control mode for autonomous driving and/or automatic steering and a torque control mode for manual steering by a driver. The steering controller includes a steering column reference controller, an arbitration unit, a column torque controller, a steering algorithm, and the steering system. The steering column reference controller calculates for position control based on a reference position and a measured position, and a first reference steering column torque. A steering algorithm calculates for torque control based on a measured column torque and a second reference steering column torque. The arbitration unit weights and adds the first and second reference steering column torques, and the output of the arbitration unit is input to the column torque controller.

Abstract: An autonomous driving system configured to perform an autonomous driving of a vehicle includes a lane change determination unit configured to determine a necessity of an operation intervention for a lane change of the vehicle by a driver of the vehicle during the autonomous driving, a lane change request unit configured to request the driver to perform the operation intervention for the lane change of the vehicle when the lane change determination unit determines that it is necessary to perform the operation intervention for the lane change of the vehicle by the driver, and a mode switching unit configured to switch a steering torque mode for a lane keep control in the autonomous driving from a normal steering torque mode to a weak steering torque mode when the driver is requested to perform the operation intervention for the lane change of the vehicle.

Abstract: In an impact-absorbing member which extends in a vehicle length direction of an automobile and whose both end portions in the vehicle length direction have a collision-side end portion and a non-collision-side end portion whose positions become mutually different when seen from the vehicle length direction, an outer member and an inner member of the impact-absorbing member are formed so that a position of a gravity center at the collision-side end portion and a position of a gravity center at the non-collision-side end portion become mutually different according to a positional relationship between the collision-side end portion and the non-collision-side end portion in order to suppress a tensile stress generated at the collision-side end portion and suppress a compressive stress generated at the non-collision-side end portion in a collision.

Abstract: A body structure of an automobile is provided in which a body floor includes a floor panel having a bulge portion bulging upward formed on the rear part on opposite side parts in the vehicle width direction, and a side membe disposed in the fore-and-aft direction along the upper face on opposite side parts in the vehicle width direction of the floor pane and having integrally formed therewith the rear pilla rising upward from the upper face of the bulge portion. Due to the mounting structure of a rear side frame and the roof side rail support member, it is possible to enhance the strength and stiffness of the rear part of the body floor made of CFRP by the bulge portion and the rear pillar and to strongly mount the rear side frame and the roof side rail support member on the rear part of the body floor.

Abstract: An aerodynamic trailer system is provided that has a skirt support member with a trailer attachment that attaches the skirt support member to a trailer. The skirt support member has a skirt attachment that attaches the skirt support member to a skirt. The skirt has a height that extends in a vertical direction of the aerodynamic trailer system. The skirt has an upper side, a lower side, a front side, and a rear side. The skirt also has a lower section that extends in the vertical direction from the lower side to an attachment location with the skirt attachment. The skirt has an upper section that extends in the vertical direction from the attachment location to the upper side. The lower section has a higher bending stiffness than the upper section.