Abstract: The present application provides a point cloud data processing method, an apparatus, a device, a vehicle, and a storage medium, the method includes: acquiring, according to a preset frequency, raw data collected by sensors on a vehicle; and performing, according to the raw data of the sensors, data fusion processing to obtain a fusion result. By acquiring, according to the preset frequency, the raw data collected by the sensors on the vehicle in a latest period, and performing the data fusion processing to obtain the fusion result, a synchronous clock source may be removed, a weak clock synchronization may be realized, and the cost may be effectively reduced. The preset frequency may be flexibly set, which, when set with a larger value, can reduce a time difference between the raw data of the sensors and improve data accuracy.

Abstract: The technology relates to partially redundant equipment architectures for vehicles able to operate in an autonomous driving mode. Aspects of the technology employ fallback configurations, such as two or more fallback sensor configurations that provide some minimum amount of field of view (FOV) around the vehicle. For instance, different sensor arrangements are logically associated with different operating domains of the vehicle. Fallback configurations for computing resources and/or power resources are also provided. Each fallback configuration may have different reasons for being triggered, and may result in different types of fallback modes of operation. Triggering conditions may relate, e.g., to a type of failure, fault or other reduction in component capability, the current driving mode, environmental conditions in the vicinity of vehicle or along a planned route, or other factors.

Abstract: A cooperative control method and apparatus for maintaining driving in response to engine clutch failure are provided. The cooperative control method includes monitoring refill temperature conditions of operating oil of an engine clutch and performing cooperative control between a radiator and an engine cooling water circulation pump based on change in temperature of the operating oil of the engine clutch. Additionally, the method includes determining whether the engine clutch is in a refill dangerous stage and turning off an engine to be turned off when the engine clutch is in the refill dangerous stage. Whether the temperature of the operating oil is mitigated is determined based on the refill temperature conditions, when the engine is turned off and oil refilling is performed when the temperature of the operating oil is not mitigated.

Abstract: In a hybrid vehicle, a hybrid type lubrication control valve which is a solenoid valve type turned on/off by electricity is used as a lubrication system component for circulating lubricating oil to a transmission and an engine clutch. A method includes measuring, by an engine clutch pressure sensor, first engine clutch engagement pressure in an off-state of the independent type lubrication control valve and second engine clutch engagement pressure in an on-state thereof; and determining, by the TCU, whether or not the independent type lubrication control valve is stuck, on the basis of a pressure difference between the first engine clutch engagement pressure and the second engine clutch engagement pressure. The method can diagnose a stuck state of the hybrid type lubrication control valve using hydraulic pressure for operating engine clutch engagement, before starting the vehicle.

Abstract: A method for measuring an inter-vehicle distance using a processor is provided. The method includes acquiring a driving image photographed by a photographing device of a first vehicle; detecting a second vehicle from the driving image and calculating a ratio between an image width of the detected second vehicle and an image width of a lane in which the second vehicle is located; determining a size class of the second vehicle among a plurality of size classes based on the calculated ratio; determining a width of the second vehicle based on the determined size class of the second vehicle; and calculating a distance from the photographing device to the second vehicle based on the determined width of the second vehicle, a focal length of the photographing device, and the image width of the second vehicle.

Abstract: An autonomous driving system is configured to include a normal driving situation determination unit configured to determine whether or not an autonomous driving is in a normal driving situation, a driver situation recognition unit configured to recognize at least one of a reaction delay time of a driver against the changes in an external environment of a vehicle, a warning reaction delay time of the driver against the warning, and a driver's non-driving action time, an overconfidence determination unit configured to determine whether or not the driver is in a system overconfidence state, and a warning control unit configured to output an alert if it is determined by the normal driving situation determination unit that the autonomous driving is in the normal driving situation and if it is determined by the overconfidence determination unit that the driver is in the system overconfidence state.

Abstract: A method and device for communication that is comprehensive among users, including receiving information concerning a first state transition in an autonomous driving system from a user of the autonomous driving system, determining information concerning a state of the autonomous driving system, based on the information concerning the first state transition and at least one second state transition, and saving the information concerning the state in at least one block chain. A method and device for communication in a user that is comprehensive among users, including determining a first state transition in the autonomous driving system based on information concerning a state of the autonomous driving system, information concerning at least one second state transition in the autonomous driving system being received from at least one block chain, and the state of the autonomous driving system being determined based on the information concerning the at least one second state transition.

Abstract: A method, an apparatus, a computer device and a storage medium for autonomous driving determination are proposed. The method includes: obtaining information about a driving scenario of an autonomous vehicle when a preset trigger condition is met; comparing the information about the driving scenario with an autonomous driving capability of the autonomous vehicle; determining, according to a comparison result, whether the autonomous vehicle is adapted to employ an autonomous driving mode in the driving scenario. The technical solution of the present disclosure may be applied to improve the safety of the vehicle and the user.

Abstract: A control apparatus of a vehicle including a travel control unit that performs automated driving and actuators controlled by the travel control unit comprises a switching control unit that controls switching between the automated driving and manual driving, and a road surface determination unit that determines whether a road surface on which the vehicle is travelling satisfies a predetermined condition. When the switching control unit determines that the automated driving needs to be switched to the manual driving, the travel control unit performs the automated driving in a first mode when the road surface on which the vehicle is travelling satisfies the predetermined condition, and otherwise performs the automated driving in a second mode. A degree of deceleration in the automated driving in the second mode is greater than a degree of deceleration in the automated driving in the first mode.

Abstract: A control apparatus of a vehicle includes a function determination unit that determines whether functions of a travel control unit and an actuator group have deteriorated, and a switching control unit that controls switching between automated driving and manual driving. During a driving handover notification for requesting a driver to switch to the manual driving, the travel control unit performs the automated driving in a first mode when the functions of the travel control unit and the actuator group have not deteriorated, and the automated driving in a second mode when the functions of the travel control unit and the actuator group have deteriorated. A degree of deceleration in the automated driving in the second mode is greater than a degree of deceleration in the automated driving in the first mode.

Abstract: A system includes a railcar, a first side screen, a second side screen, and an adjustment system. The railcar includes a roof section. The first side screen is coupled to a side of the railcar. The second side screen is coupled to the side of the railcar. The second side screen overlaps a portion of the first side screen. The adjustment system is coupled to the railcar and is operable to adjust a vertical position of the roof section.

Abstract: A device for the transport of long-welded rails by way of a rail loading train, including an installation for the secured storage of the rails. The device is configured as a modular unit it has fastening devices for anchoring on a container flat car and includes a separate energy supply unit.

Abstract: A side sliding door of a railway vehicle comprises a door body (100), and a driving device for the opening and closing of a doorway. An outer surface of the door body (100) is flush with an outer surface of the vehicle body when the door body (100) is closed. A movement track of the door body is arranged as an arc-plus-linear reciprocating motion. The outer surface of the door body is flush with the outer surface of the vehicle body when the door body is closed, so that there exists no height difference between the vehicle body and a doorway of the side sliding door. Snow accumulation at doorway under an extreme cold working condition is avoided, and then the risk of a door body being frozen is reduced.

Abstract: A system that includes a lead locomotive in communication with one or more remote vehicles, and the lead locomotive including one or more processors configured to execute program instructions to perform functions based on the program instructions. These functions include determining a first characteristic related to the lead locomotive or the one or more remote locomotives, receiving historical data related to the first characteristic, comparing the first characteristic to the historical data to determine a change in first characteristic value, and determining a second characteristic related to the lead locomotive or the one or more remote locomotives. In response to the change in first characteristic value exceeding a threshold percentage, the one or more processors ignore the change in first characteristic value exceeding the threshold percentage based on the second characteristic.

Abstract: A railroad switch circuit controller assembly includes a switch frame configured to be mounted to a stock rail, and a switch controller held by the switch frame. The switch controller includes at least one switching mechanism. The switch controller includes a point detection rod operatively connected to the at least one switching mechanism. The point detection rod extends a length from a proximate end portion to a distal end portion. The proximate end portion of the point detection rod is located closer to the stock rail as compared to the distal end portion when the switch frame is mounted to the stock rail. The railroad switch circuit controller assembly also includes a switch foot configured to be mounted to a switch rail, and an external rod operatively connected between the switch foot and the point detection rod of the switch controller such that the external rod is configured to translate linear movement of the switch foot toward and away from the stock rail to the point detection rod.

Abstract: A deployable measurement system for analyzing a rail of a railroad track includes a housing, a reflecting assembly coupled to the housing, a movement assembly coupled to the housing, and an optical measurement system disposed within the housing. Both the housing and the reflecting assembly are moveable between a stored position and a deployed position. The movement assembly includes a deployment assembly that moves the reflecting assembly from the stored position to the deployed position, and a retraction assembly that moves the reflecting assembly from the deployed position to the stored position. The optical measurement system emits and receives light. The reflecting assembly reflects the emitted light toward the rail. The reflecting assembly reflects light reflected off of the rail toward the optical measurement system. The light received by the optical measurement system is used to measure parameters related to the rail.

Abstract: A transport vehicle system includes a controller that controls transport vehicles that are able to travel along a track. When a travelling transport vehicle approaches a push out target vehicle, the controller performs push out control of transmitting a travel command to the push out target vehicle. In push out control, a push out point off planned travelling routes of all transport vehicles in a jurisdiction area is searched, and a command to travel to the push out point is transmitted as a travel command.

Abstract: A method for locating a railway vehicle includes: measuring an acoustic signature of a railway vehicle passing over a railway switch for switching between a first railway track and a second railway track diverging from the first railway track, using a distributed acoustic sensing apparatus including an optical fiber sensor placed along the railway switch; analyzing the measured acoustic signature, using an electronic processing unit, by identifying, in the measured acoustic signature, vibration patterns representative of track geometry and/or track curvature; and determining which of the first railway track or the second railway track is occupied by the railway vehicle, using the electronic processing unit, based on the identified vibration patterns.

Abstract: An advanced preemption system may comprise at least one motion detector and at least one advanced preemption processing system in communication with the at least one motion detector. The at least one motion detector may be configured to detect motion within at least one motion detection zone, the at least one motion detection zone containing a section of railroad track outside of a track circuit containing a railroad crossing where a thoroughfare crosses the railroad track. The at least one advanced preemption processing system may be configured to receive, from the at least one motion detector, an indication that motion has been detected within the at least one motion detection zone and activate at least one traffic control element for the thoroughfare before a train enters the track circuit.

Abstract: The present invention discloses a multifunctional folding trolley, which comprises four pillars, a first tray at the upper end of the four pillars, a second tray at the middle of the four pillars, and a third tray at the lower end of the four pillars, the third tray being provided at the bottom with roller feet; the four pillars, arranged in a cubic shape with side openings, comprise a first pillar group and a second pillar group arranged front and rear in the direction of motion; with one end of the first tray in the length direction detachably disposed on the second pillar group, the first tray is provided at the other end in the length direction with a folding point associated with the first pillar group, such that it can be attached to the first pillar group; with one end of the second tray in the length direction detachably disposed on the first pillar group, the second tray is provided at the other end in the length direction with a folding point associated with the second pillar group, such that it can

Abstract: Shopping carts and mobile shopping baskets equipped with one or more bag attachment mechanisms are discussed. The shopping carts and mobile shopping baskets may include multiple rows of bag attachment mechanisms located at varying distances from a top edge of a cart or basket side wall. The shopping carts and mobile shopping baskets may include bag attachment mechanisms on multiple side walls of the basket. The bag attachment mechanisms may take a number of forms including downward facing loop attachment mechanisms, clipping mechanisms and/or hook mechanisms.

Abstract: A wheel pack assembly includes a pack portion wearable by a user and a wheeled portion removably coupled to the pack portion. The pack portion includes a support frame coupled to a rear surface thereof. The support frame includes articulating arms and stabilizing elements. The wheel portion includes a frame and a first wheel set coupled to the frame and disposed at a location spaced apart from a rear end of the wheeled portion. The frame includes a first portion and a second portion that are joined together at a bend and such that the second portion defines a transport bed of the assembly.

Abstract: A climate-controlled hand grip assembly that uses one or more air jets or air channels directed at a tangent to an outer surface of the hand grip assembly. The outer surface may be curved and the air flow path may bend with the curve to provide a film of conditioned air along the outer surface that spreads beyond the point of origin of the air flow path. An exemplary embodiment of a steering wheel device with a rim and spokes is disclosed wherein the outer surface of the rim, spokes or both can be enveloped with conditioned air using a Coanda Effect.

Abstract: A motion control assembly for a steering column assembly includes a rake bracket having a first leg and a second leg. Also included is a clamping mechanism intersecting the upper jacket and positioned on the first leg of the rake bracket, the on-center, single-sided clamping mechanism moveable between a clamped condition and an unclamped condition, the clamped condition securing a lower jacket against telescoping movement relative to an upper jacket. Further included is a mechanical fastener extending through the second leg of the rake bracket and at least partially through the lower jacket and operatively coupled to the lower jacket.

Abstract: Provided is a vehicle steering column. A lower column has an open area, an axial slot provided in a central portion of the open area, a connecting portion connecting portions of the lower column located on both sides of the open area, a cut portion corresponding to the slot and provided on one side of the connecting portion, and a pair of protruding opposite end portions. A hinge pin is fitted into the opposite end portions of the lower column. An upper column is fitted into the lower column. A telescopic fixing plate of the upper column is provided in a location corresponding to the slot, and has a plurality of catch recesses spaced apart from each other. A telescopic catch member is located in the cut portion between the opposite end portions to be rotatably supported by the hinge pin, and has a catch protrusion engaging with the catch recesses.

Abstract: A floating bearing for a steering gear of a motor vehicle includes a rotary bearing having an inner bearing ring for receiving a screw pinion shaft of the steering gear, and an outer bearing ring built into a bearing sleeve. The bearing sleeve interacts with a guiding element, which interacts with a holding element, such that the bearing sleeve moves relative to the holding element in a first direction oriented radially to the longitudinal axis of the bearing sleeve when the screw pinion shaft is not loaded with torque, and relative movement is prevented when the screw pinion shaft is loaded with torque by moving the bearing sleeve in relation to the holding element in a second direction that is oriented radially to the longitudinal axis and perpendicularly to the first direction, whereby the guiding element is tilted in a guiding opening of the holding element or the bearing sleeve.

Abstract: A position prediction unit calculates a predicted position which is a position of the vehicle on the map at a certain point of time after the present time based on the map. An assist calculation unit calculates an assist control amount of the steering operation based on the road shape at the predicted position which can be identified from the map. An operation amount acquisition unit acquires an operation amount of the steering. An adjustment unit adjusts the assist control amount according to the operation amount.

Abstract: A steering assistance device includes: a steering angle sensor for detecting a steering angle of a vehicle; a motor for performing steering assistance of the vehicle by applying torque to a steering shaft; and a control unit for increasing increases the amount of steering assistance by the motor in case where the detected steering angle is included in an angular range corresponding to a steering play segment in which steering will not alter the direction of wheels of the vehicle as compared with a case where the detected steering angle is not included in an angular range.

Abstract: A steering control method and apparatus of a motor-driven power steering system, ma include setting, by a controller, a virtual steering model including a reaction force apparatus provided between a steering wheel and a rack gear; inducing, by the controller, a state equation for the virtual steering model, the state equation representing momentum of the steering wheel, the reaction force apparatus, and the rack gear as state variables of the state equation; determining, by the controller, target steering torque acting in the reaction force apparatus through numerical integration of the state equation; and feedback-controlling, by the controller, a steering motor control amount to the motor-driven power steering system to bring a steering torque of the motor-driven power steering system into agreement with the target steering torque.

Abstract: A vehicle of a steer-by-wire type includes a steering wheel and a turning device configured to turn a wheel. A control device for the vehicle is configured to: calculate a target turn angle being represented as a function of a steering angle of the steering wheel, and control the turning device such that a turn angle of the wheel becomes the target turn angle; receive driver-specified information indicating a specified maximum steering angle that is a maximum value of the steering angle specified by a driver of the vehicle; and flexibly set the function such that the target turn angle calculated according to the specified maximum steering angle is equal to a predetermined maximum turn angle.

Abstract: A vector-control type motor control unit that calculates dq-axes control assist command values, calculates dq-axes current command values from the dq-axes control assist command values, converts the dq-axes current command values into 3-phase duty command values, and drives and controls a 3-phase brushless motor by an inverter of a PWM control, wherein a dead time compensation of the inverter is performed by calculating 3-phase dead time reference compensation values based on a motor rotational angle which is phase-corrected by using the dq-axes current command values, calculating dead time compensation values by processing the 3-phase dead time reference compensation values by a gain and a sign, and adding the dead time compensation values to dq-axes voltage command values or 3-phase voltage command values.

Abstract: An electric power steering device including a column actuator disposed on a column side of the intermediate shaft and outputting a column assist torque; a rack actuator disposed on a rack side of the intermediate shaft and outputting a rack assist torque; a column torque sensor coaxially disposed with the steering shaft and detecting a column torsion torque; a rack torque sensor coaxially disposed with the intermediate shaft and detecting a rack torsion torque; and a calculator calculating instruction values of the column assist torque and the rack assist torque based on the torsion torques.

Abstract: A calculator or an electronic control unit (ECU) calculates an instruction value of a column assist torque and a rack assist torque output from a column actuator, or a column motor, and a rack actuator, or a rack motor, based at least on a torsion torque. The calculator includes a base assist controller, a stabilization controller, and an adder. The base assist controller individually or commonly calculates a base assist torque based on the torsion torque. The stabilization controller individually or commonly calculates a stabilization torque for stabilizing a steering system. The adder performs addition of the base assist torque and the stabilization torque.

Abstract: A steering system in a vehicle includes a plurality of subsystems provided with a control unit. The control unit includes a storage unit storing steer angle information regarding a steer angle of one of a steering mechanism and a steered mechanism when the steering mechanism or the steered mechanism stops, an abnormality determiner determining abnormality of the motor rotation detection value and the detection circuit in the plurality of subsystems at a start time of a motor based on a comparison of at least two parameters, and a steer angle calculator calculating the steer angle based on the parameters having been determined by the abnormality determiner as not abnormal.

Abstract: A steering system of a vehicle is provided. The steering system adjusts the torsional rigidity of a torsion bar without limitation as to the configuration thereof and performs active control responding to the vehicle state by adjusting steering characteristics by controlling the torsional rigidity of the torsion bar based on the traveling condition, load state or driving mode of the vehicle. The steering system includes an MR assist device, which is coupled to an end portion of the torsion bar and adjusts the rotation and torsional rigidity of the torsion bar using an MR fluid as a working fluid.

Abstract: A method and system corrects steering of a vehicle upon a brake system malfunction. The brake system has a diagonal split layout. An electronic brake system (EBS) controls operation of the master cylinder. An electronic power steering system (EPS) includes sensors to measure motion and torque of a steering column of the vehicle and includes a motor to provide torque to the steering column. During driver braking when one of the brake circuits has failed, the system calculates a yaw torque value introduced by a driver braking with just one functioning brake circuit. Based on a steer wheel angle and a steer wheel torque obtained from the sensors of the EPS and on the yaw torque value, a steer wheel torque request defining a steer wheel torque/angle needed to counter the yaw torque value is calculated and sent the EPS which operates the motor to compensate for the steering deviation.

Abstract: A system and a method for active steering control with automatic torque compensation are disclosed with a processor that generates a targeted torque signal after receiving a steering assistance signal generated by an active driver assistance device, overlays the targeted torque signal on a driver's torque signal after receiving the driver's torque signal sensed by a torque sensor to generate a steering torque signal, and performs an assistance logic algorithm according to the steering torque signal. As the assistance logic algorithm is performed based on both the steering assistance signal and the driver's torque signal, the steering assistance effect provided by the system and the method will not resist against the way of driver's steering, allowing the driver to easily and stably control the vehicle.

Abstract: A detecting apparatus that uses a redundancy configuration comprising plural sensor sections including plural detecting sections, accurately performs abnormality detection and function continuation in a control apparatus such as an ECU in a case that abnormality is occurred in the sensor sections or a signal line, and has simple manufacturing processes, and an electric power steering apparatus equipped with the detecting apparatus. The apparatus includes plural sensor sections which include plural detecting sections that detect a same object or a same state quantity, and detects at least one of the state quantities in at least two of the sensor sections, wherein each of the sensor sections has a communication section that outputs the state quantities, which the detecting sections detect, as an error detectable signal.

Abstract: A materials handling vehicle comprises an obstacle scanning tool and steering mechanism, materials handling hardware, vehicle drive mechanism, and user interface that facilitate movement of the materials handling vehicle and materials handled along a travel path. The tool establishes a scan field, a filter field, and a performance field, and is configured to indicate the presence of obstacles in the filter field and the performance field. The tool executes logic to establish the performance field in response to an input performance level, scan for obstacles in the filter field and the performance field, execute obstacle avoidance for obstacles detected in the filter field, and execute a performance level reduction inquiry for obstacles detected in the performance field wherein outcomes of the inquiry comprise reduction of the performance level when a performance level reduction is available and execution of obstacle avoidance when a performance level reduction is not available.

Abstract: A device for reversing an articulated vehicle combination that has at least two vehicle units interconnected via at least one articulated join includes an arrangement for recording and storing a plurality of global positions of a local position of the vehicle combination, at least one sensor, mounted on the vehicle combination, for recording data representing a plurality properties of the surroundings, and a control unit arranged to determine, based at least partly on a plurality of dimensions of the vehicle combination, a set of global positions recorded when the vehicle combination is moving forward, and a set of data representing properties of the surroundings recorded during the forward movement, vehicle control input data for control of the vehicle combination during a reverse movement of the vehicle combination.

Abstract: An exemplary method for modeling steering characteristics of a vehicle includes receiving first sensor data corresponding to a steering wheel angle, receiving second sensor data corresponding to image data of an external environment of the vehicle, generating a vehicle movement model from the first and second sensor data, determining a lateral vehicle velocity and a longitudinal vehicle velocity along a vehicle path of travel, defining a road wheel angle based at least in part on the lateral and longitudinal velocities of the vehicle, and determining a road wheel to steering wheel angle ratio using a plurality of polynomial curves to approximate the road wheel to steering wheel angle ratio.

Abstract: A lane maintaining assistance device 1 is provided with the following: a first assistance unit that performs steering assistance of a vehicle by hydraulic pressure; a second assistance unit that performs steering assistance of the vehicle using a motor; and a steering assistance control unit 83 that reduces the steering assistance amount of the first assistance unit and starts steering assistance by the second assistance unit if the vehicle is determined to have entered a curve on the basis of a captured image in which a portion of the lane which is forward in the vehicle advancing-direction is captured.

Abstract: Provided is a steering assistance device 1, wherein and a demarcation line detection unit 100 detects left and right lane demarcation lines for a lane in which a vehicle is travelingtravels. An assistance unit 11 performs steering assistance for of the vehicle so that the vehicle travels parallel to the left and right lane demarcation lines. If the vehicle is between the left and right lane demarcation lines and the angle formed by the a direction of travel of the vehicle and a line along the center between the left and right lane demarcation lines is equal to or less than a prescribed angle, a steering control unit 102 stops the steering assistance for of the vehicle by the assistance unit 11.

Abstract: A parking robot for a transportation vehicle and a method for operating a parking robot. The parking robot has a pair of wheel bearing arms which use a crank element to indirectly mount rotatably about a respective rotation axis. The parking robot autonomously moves from the outside to a receiving position beside a wheel of a wheel axle of the transportation vehicle in which the respective wheel bearing arms are parallel with the wheel axle and one of the wheel bearing arms in a vehicle longitudinal direction is positioned in front of the wheel and the other wheel bearing arm in the vehicle longitudinal direction is positioned behind the wheel. The parking robot raises the wheel of the transportation vehicle by rotating the respective wheel bearing arm about the respective rotation axis in a predefined rotation direction, wherein the respective rotation directions of the respective wheel bearing arms are mutually opposed.

Abstract: A parking robot for a transportation vehicle having at least two wheel axles and a method for operating a parking robot. The parking robot includes a main robot part and a secondary robot part which each have a pair of wheel support arms on two opposite sides. The two-part parking robot then moves under the transportation vehicle with respective folded-in wheel support arms and disconnects the secondary robot part from the main robot part to position the main robot part and the secondary robot part each in a region of one of the wheel axles beneath the transportation vehicle and to lift up respective wheels of the respective wheel axle of the transportation vehicle by folding out the respective pairs of wheel support arms.

Abstract: A vehicle frame, includes: a subframe disposed on a vehicle body; a battery frame disposed on the vehicle body and facing the subframe; and a guide support disposed between the subframe and the battery frame and guiding a movement of the subframe in a downward direction of the battery frame to avoid collision with the battery frame when the subframe moves toward the battery frame due to vehicle collision.

Abstract: A tunnel structure for a vehicle is provided, and the tunnel structure includes a tunnel extending along a centerline of a center floor, and a plurality of crossmembers individually coupled to both side surfaces of the tunnel. Each crossmember has a closed cross-sectional shape. The tunnel structure further includes a plurality of bosses provided on the side surfaces of the tunnel, and an end portion of each crossmember received in and coupled to each boss. In addition, the tunnel includes a front tunnel disposed on a front of the center floor, a rear tunnel disposed on a rear of the center floor, and a center tunnel disposed between the front tunnel and the rear tunnel along the centerline of the center floor.

Abstract: Energy absorption at the time of load input is improved with high mass efficiency. A hollow member includes: a hollow metal member having a bending induction portion in a portion thereof in a longitudinal direction; and a resin material which is disposed in close contact with the metal member on both sides of the bending induction portion in the longitudinal direction, and is disposed in at least a part of a range of less than ? of a cross-sectional height of the metal member from an end portion of the bending induction portion toward an outside in the longitudinal, in which an amount of the resin material per length in the longitudinal direction is larger on the outside of the bending induction portion than on an inside of the bending induction portion.

Abstract: A front vehicle body structure for a vehicle defining a space which is distinguished from a passenger compartment by a dash panel between front side members disposed along a longitudinal direction of the vehicle. The front vehicle body structure includes: a front shock absorber housing in which a front shock absorber of a front wheel suspension of the vehicle is disposed; a cowl top outer panel connected with lower end portions of front pillars of the vehicle; and a cowl upper cross member disposed below the cowl top outer panel and having a front end portion attached to the front shock absorber housing and a rear end portion attached to the cowl top outer panel.

Abstract: A vehicle body structure may include: two first rear side members respectively provided on opposite sides of a rear floor; a rear sub-frame including a front cross member and a rear cross member spaced apart from each other, where opposite ends of the front cross member and opposite ends of the rear cross member are coupled to two of the first rear side members, respectively; a vehicle body cross member which is spaced rearward from the rear sub-frame, connected to the first rear side members, and fixed to the rear floor; two second rear side members provided between two of the first rear side members, and arranged side by side with each of two of the first rear side members; and two truss members each extending from first connecting portions to second connecting portions, respectively.