Abstract: Disclosed is a train coupler connector module for electrically coupling a first rail vehicle to a second rail vehicle, the module including: a fixing block with an inner side able to be mounted on an electrical train coupler; a plurality of contact units arranged side by side in the fixing block, each contact unit having a first end facing the inner side of the fixing block and a second end extending outwards from the fixing block, one of the first and second end being a female contact and the other being a male contact; wherein at least one of the contact units is arranged to be individually removable from the fixing block in a direction outwards from the fixing block.

Abstract: A method for operating a railroad vehicle without reference to physical railroad signs placed along a railroad track includes determining a current location of the railroad vehicle along the railroad track based on the determined current location of the railroad vehicle, automatically selecting a virtual railroad sign from one or more databases containing a plurality of virtual railroad signs, each of the plurality of virtual railroad signs stored in the one or more databases being associated with (i) a location along the railroad track and (ii) a message, and displaying, on an electronic display device a railroad track indicia representative of a segment of the railroad track, a railroad vehicle indicia representative of at least a portion of the railroad vehicle, and an indicia representative of the associated message of the selected virtual railroad sign.

Abstract: A device for attachment to a train having a lead locomotive or control car and a rear car in a track network having a plurality of tracks is disclosed. The device may include at least one sensor. The sensor(s) may be disposed with the rear car. The sensor(s) may be configured to generate sensor data associated with at least one of a heading of the rear car of the train or a distance between the rear car of the train and an object in the track network. A communication interface may be configured to transmit the sensor data to at least one receiver. The receiver(s) may provide at least one indication based on the sensor data. A device for use onboard the train, a control system, a method for operating the device(s), and a method for coupling the train to a separate car are also disclosed.

Abstract: The present invention is adapted to the technical field of communication, and provides a stop announcement system and a method thereof. The stop announcement system comprises: at least one platform beacon disposed on at least one stop site of a transportation means for identifying a position message of the stop site, and sending a message of position change according to the position change of the transportation means relative to the stop site; and at least one stop announcement device disposed on the transportation means for receiving the message of position change and sending a corresponding stop announcement message when the transportation means moves into a range of a preset communication distance of the at least one platform beacon; wherein the stop announcement message at least comprises a prompt message of entering into the stop site and/or a prompt message of stopping on the stop site and/or a prompt message of leaving the stop site.

Abstract: In a method of controlling operation of an end-of-train unit (EOTU) of a train during travel of the train on a path, a GPS receiver of the EOTU receives first GPS data and a controller, based on the received first GPS data, sets an electrical/electronic device or system of the EOTU to a first mode of operation. After travel of the train on the path following setting the electrical/electronic device or system to the first mode of operation, the GPS receiver receives second GPS data. The controller, based on the received second GPS data, sets the electrical/electronic device or system of the EOTU to a second, different mode of operation.

Abstract: A system for determining a location of a rail vehicle based on an radio frequency (RF) signal that includes at least one processor programmed or configured to determine that a first RF communication signal transmitted by a head of train (HOT) unit of a plurality of rail vehicles is received by an end of train (EOT) unit of the plurality of rail vehicles, determine whether a second RF communication signal transmitted by the HOT unit is received by the EOT unit during a time interval after a time at which the first RF communication signal was determined to be received by the EOT unit, and determine one or more locations of the plurality of rail vehicles based on determining that the second RF communication signal transmitted by the HOT unit is not received by the EOT unit during the time interval. A method and computer program product are also disclosed.

Abstract: A method and a system (30) for inspecting and/or mapping a railway track (18). The method comprises: acquiring geo-referenced rail geometry data associated with geometries of two rails (20) of the track along the section; acquiring geo-referenced 3D point cloud data, which includes point data corresponding to the two rails and surroundings of the track along the section; deriving track profiles of the track from the geo-referenced 3D point cloud data and the geo-referenced rail geometry data; and comparing the track profiles and generating enhanced geo-referenced rail geometry data and/or enhanced geo-referenced 3D point cloud data based on the comparison.

Abstract: A method operates a track-bound traffic system which in a particularly efficient manner and at the same time with a comparably low degree of complexity allows the position of at least one vehicle end of a track-bound vehicle to be ascertained. For this purpose, the method is carried out such that a track-side device transmits first information which directly or indirectly characterizes the location of the track-side device and second information which directly or indirectly characterizes the travel direction of a track-bound vehicle. The first and second information is received by the track-bound vehicle at the location of the track-side device; and a position of at least one vehicle end of the track-bound vehicle is ascertained by the track-bound vehicle on the basis of the received first and second information.

Abstract: In an example, the autonomous vehicle (“AV”) can be configured among the other vehicles and railway to communicate with a rider on a peer to peer basis to pick up the rider on demand from a location on a track, like a railway, tram or other track, rather than the rider being held hostage to -a fixed, railway schedule. The rider can have an application on his/her cell phone, which tracks each of the AVs. and contact them using the application on the cell phone. In an example, the AV is configured for both on-track and off track operation with different operating parameters for on-track and off track, including speed, degree of autonomy, sensors used etc.

Abstract: A folding wagon allowing a user initiate a folding action by pressing or stepping down on a lever disposed on the front end, the rear end, or both ends of the folding wagon.

Abstract: A folding handcart includes: a main body provided with a supporter configured to extend vertically from a lower portion thereof; and a loading plate provided with at least one loading plate wheel unit, connected to the supporter of the main body through a hinge unit, folded while being rotated toward the main body by the hinge unit, and stowing an article or a folding box, wherein, when the loading plate is folded while being rotated toward the main body, a predetermined stowing space is provided between the main body and the loading plate in accordance with an area of the supporter such that the folding box is folded and stowed therein.

Abstract: An assistive robot includes a manipulator, a base coupled to the manipulator, the base defining a front end and a rear end positioned opposite the front end, the base including a chassis body, a front conveyor assembly positioned at the front end of the base, the front conveyor assembly including a front conveyor defining a conveyor pathway that extends at least partially within the chassis body and a front toe extending outward from the front conveyor, and a rear conveyor assembly positioned at the rear end of the base, the rear conveyor assembly including a rear conveyor defining a conveyor pathway that extends at least partially within the chassis body and a rear toe extending outward from the rear conveyor.

Abstract: The present invention relates to a novel trolley coupling structure that allows coupling of base parts of trolleys aligned in the vertical or horizontal direction. The present invention provides a trolley coupling structure in which a first receiving recess part is provided in a base part of one trolley, a second receiving recess part is provided in a base part of another trolley, a locking member is pivotally attached to the first receiving recess part, a recess part body and a bent section are formed in the respective first and second receiving recess parts, and retaining of the locking member is achieved by constraining and locking a constraining piece part of the locking member at the bent section.

Abstract: The present disclosure relates to fixtures for facilitating the lifting and/or moving of a pallet truck, such as an electrically-powered pallet jack. Some embodiments of the invention increase the safety and effectiveness of moving pallet trucks, thereby addressing an opportunity for improvement in the art identified by the applicants.

Abstract: A portable storage sled for transporting equipment includes a first elongated member and a second elongated member. At least one connecting member joins the first elongated member to the second elongated member. Each of the first elongated member and the second elongated member includes an extension member that is selectively retractable and extendable therefrom. The first elongated member, the second elongated member, the first extension member and the second extension member include a plurality of ridges extending upwardly therefrom that form an equipment mount between which the equipment is situated. The portable storage sled is selectively adjustable in length and width so that equipment of various sizes can be situated thereon.

Abstract: A steering wheel for a vehicle includes a steering wheel core and a graphene heating element on the steering wheel core.

Abstract: A control method and system to control a car; the following steps are carried out: determining a position of a joystick, which is designed to be grabbed by a hand of a driver of the car; adjusting a longitudinal motion and a transverse motion of the car as a function of the position of the joystick; determining a position of at least one pedal, which is designed to be pressed by a foot of the driver of the car; and controlling a dynamic behaviour of the car, which is different from the longitudinal motion and from the transverse motion, a function of the position of the pedal.

Abstract: A steering system includes a rod member, a housing, and a clamping member. The housing has a clamping slit and includes a first clamp-receiving portion and a second clamp-receiving portion that project so as to sandwich the clamping slit therebetween. The clamping member includes a fixed cam, a clamping shaft, a rotary cam, and a clamping lever. The fixed cam is fitted in the first clamp-receiving portion from an outer side of the first clamp-receiving portion. The fixed cam has a third through hole extending through the fixed cam coaxially with a first axis. The third through hole has a small diameter portion at a first portion close to the rotary cam and a large diameter portion having a diameter larger than a diameter of the small diameter portion at a second portion away from the rotary cam.

Abstract: An energy absorption strip (40) having a generally elongated body portion (46), a first end (42) and a curved portion (44) between the first end (42) and the generally elongated body (46) portion that forms and angle between the first end (42) and the generally elongated body portion (46). The energy absorption strip (40) is adapted to be carried within a steering column assembly (10) and absorb energy by plastic deformation during translation of a column tube (20) during an impact exceeding a threshold load. A steering column assembly (10) including the energy absorption strip (40) is also contemplated.

Abstract: An adjustable steering column may include an actuating unit, a carrying unit, a transmission device, an energy absorption apparatus, and a coupling device. The coupling device may be disconnected from the actuating unit and/or the transmission device in a crash event, which enables movement between the actuating unit and the transmission device. The coupling device includes a pin-shaped holding element with a head, which holding element is fixed in a counterholder. An element that is connected fixedly to the transmission device or the actuating unit may be arranged between the counterholder and the head. A second thickness of all the elements arranged between the counterholder and the head may be smaller, in the case of a movement of the actuating unit relative to the transmission device, than a first thickness of all the elements in the case where the actuating unit is fixed relative to the transmission device.

Abstract: An adjustable steering column includes an actuating unit for rotatably mounting a steering shaft, a carrying unit in which the actuating unit is mounted so as to be axially displaceable via a motorized longitudinal adjustment drive, a transmission device coupled to the actuating unit and to the longitudinal adjustment drive, an energy absorption apparatus for absorbing energy when the actuating unit moves relative to the transmission device, and a coupling device connected to the actuating unit and to the transmission device. The coupling device may be disconnected from the actuating unit and/or the transmission device in a crash event, allowing movement between the actuating unit and the transmission device. The coupling device may have a pin-shaped holding element that protrudes into a slot. A blocking element may block movement of the holding element in the slot, and in a crash event permit movement of the holding element in the slot.

Abstract: An auxiliary power supply device includes an auxiliary power source and a booster circuit. The auxiliary power supply device is configured to be switched among a charging state, a holding state, and a discharging state. The auxiliary power source is configured to be switched between a serial connection mode and a parallel connection mode. The auxiliary power source is configured to perform boosting to supply power to the power supply target when the auxiliary power source is switched to the serial connection mode, and perform backup when the auxiliary power source is switched to the parallel connection mode.

Abstract: A steering device, including: a steering knuckle rotatably holding a wheel; an electric motor and a speed reducer configured to decelerate rotation of the electric motor, the electric motor and the speed reducer being fixed to a suspension arm; and a joint through which the steering knuckle is supported by the suspension arm in a state in which a kingpin axis is allowed to incline with respect to the suspension arm, the joint coupling the steering knuckle and an output shaft of the speed reducer such that the steering knuckle pivots about the kingpin axis by an operation of the electric motor.

Abstract: Each of a plurality of microcomputers outputs a motor drive signal, which is generated based on a current command value and a current limit value as a control amount command value and a control amount limit value, to each motor drive circuit. When an OFF determination of an own microcomputer is made, each microcomputer executes first end processing as a first stage of end processing and transmits an OFF determination signal to the other microcomputer. When the OFF determination signal is received from the other microcomputer, each microcomputer determines that the OFF determination has been made and starts second end processing which gradually decreases the current command value or the current control limit value from a present value. When the second end processing is completed and power-off preparation of the own microcomputer and the other microcomputer is completed, each microcomputer executes final end processing for turning off the power supply relay.

Abstract: A worm gear for an electromechanical power steering system of a motor vehicle, includes a worm shaft that meshes with a worm wheel. The worm wheel and the worm shaft are arranged together in a gear housing. An eccentric lever and a bimetallic spring that is operatively connected to the eccentric lever are configured to compensate for a temperature-related play in the engagement between the worm wheel and the worm shaft.

Abstract: A motor controller for controlling a motor includes first and second angle sensors detecting motor rotation, and first and second detection circuits detecting rotation number information based on sensor output from the angle sensors. Further, the motor controller includes a steer angle information obtainer obtaining steer angle information involving steering of a vehicle from an external sensor, which is different from the angle sensors, and an abnormality determiner determining abnormality of information that has a matching degree of lower than a preset value when post-conversion information, or value measured by the same characteristics. This information is compared with each other after conversion from the rotation number information and from the steer angle information, and is used by a control amount calculator to calculate a control amount of the motor based on the information determined as having no abnormality by the abnormality determiner.

Abstract: A power steering system for a motorcycle, such as a motorcycle trike. The power steering system includes a piston having a piston rod disposed within a cylinder. A distal end of the piston rod is pivotably coupled to a fork tube of a motorcycle fork. A power source drives the piston rod away from the cylinder and retracts the piston rod within the cylinder. A control switch controls the piston between a neutral position, a first turn position, and a second turn position. The neutral position includes the piston rod partially extended from the cylinder. The first turn position includes the piston rod extending further from the cylinder than the neutral position. The second turn position includes the piston rod retracted further within the cylinder than the neutral position.

Abstract: A control device for a vehicle according to the disclosure is provided. The vehicle includes a steering device, a braking and driving force generation device, a steered angle state quantity sensor and a vehicle wheel speed sensor. The control device includes an electronic control unit configured to control an operation of the braking and driving force generation device, to calculate an actual traveling direction which is an actual direction of travel of the vehicle, based on the vehicle wheel speed of each of the right and left steered wheels and the steered angle state quantity, and to cause the actual traveling direction to follow a target traveling direction which is a target direction of travel of the vehicle.

Abstract: A method for steering a vehicle, having a front axle with steerable wheels, a rear axle with steerable wheels, having a steering system including as its components a steering wheel operable by the driver and at least one automatic steering module, wherein a manual primary steering intervention is undertaken by the driver of the vehicle for the steering wheel, on the basis of which a manual primary steering reaction occurs for the wheels of the front axle, wherein on the basis of the manual primary steering reaction at least one automatic secondary steering intervention is undertaken with the at least one automatic steering module for the wheels of at least one axle.

Abstract: Among other things, techniques are described for steering angle calibration. An autonomous vehicle receives a steering angle measurement and a yaw rate measurement, and estimates a steering angle offset using the steering angle measurement, the yaw rate measurement, and a wheel base of the autonomous vehicle. An estimated yaw rate is determined based on a yaw rate model, the steering angle measurement and the estimated steering angle offset. The yaw rate measurement and the estimated yaw rate are compared and an action is initiated on the autonomous vehicle in response to the comparing.

Abstract: A steerable track system usable with a vehicle that has a chassis, an axle frame extending laterally outwardly from the chassis and having an attachment portion at an end thereof to which the steerable track system is connectable, and a driven shaft extending laterally outwardly from the chassis suitable for driving the steerable track system. The steerable track system has a frame having a cavity defined therein and being operatively connectable to the axle frame so as to be pivotable about a steering axis for steering the track system, and a gear train with components disposed in the cavity. The gear train transmits driving forces from the driven shaft to a driven wheel assembly of a plurality of track-supporting wheel assemblies. An endless track extends around the track-supporting wheel assemblies and is drivable by the driven wheel assembly.

Abstract: Systems and methods for a virtually coupled modular transportation system. A first module and a second module, in each for transporting a payload, comprise non-physically coupled vehicle sections. In an embodiment, a controller determines a target orientation between modules. In another embodiment, at least one position detection device determines an actual orientation between modules. A motor in at least one module may receive signals from the controller to position the modules in the target orientation. A plurality of wheels on each module may receive an independent amount of torque to position the modules. In another embodiment, at least one module comprises a rechargeable electric motor.

Abstract: A traction assist apparatus includes a memory and a hardware processor coupled to the memory. The hardware processor is configured to acquire a coupling angle between a towing vehicle and a towed vehicle towed by the towing vehicle and acquire a current steered angle of the towing vehicle. The hardware processor is configured to, when the towing vehicle is moved backward at the current steered angle, determine whether the towed vehicle is movable backward in a balance state where the coupling angle is maintained, and monitor whether steering of the towing vehicle is continued in the balance state. The hardware processor is configured to provide notification of presence or absence of the balance state and provide notification of whether the monitoring is continued.

Abstract: A parking assist apparatus includes a one-way traffic determiner that determines whether or not a vehicle is located on a one-way road, and a parking processor that, when it is determined that the vehicle is located on the one-way road case, does not perform a vehicle control for parallel parking including a path through which the vehicle reverses.

Abstract: A rear subframe structure is provided with a rear subframe configured such that a front cross member, a rear cross member, a pair of left and right upper side members, and a pair of left and right lower side members are connected; and a vehicle-body mounting portion formed on each of both ends of the front cross member, and on each of rear ends of the upper side members. The rear subframe further includes a lower-arm support portion formed on a lower lateral portion of the rear cross member, and a stabilizer support member for supporting a stabilizer. The rear cross member connects the upper side members and the lower side members. The rear cross member includes an upper-surface rear-side projection portion projecting rearwardly. The stabilizer support member is mounted between the lower-arm support portion and the upper-surface rear-side projection portion of the rear cross member.

Abstract: A front vehicle body structure includes a sub-frame. The sub-frame includes left and right longitudinal frames which extend in a longitudinal direction of a vehicle body and a horizontal frame which connects rear portions of the left and right longitudinal frames. The left longitudinal frame includes a steel frame and a light metal frame. A rear member of the steel frame overlaps the light metal frame in a vertical direction and is joined to the light metal frame. The left longitudinal frame includes a bent portion. The bent portion is provided on the front side of the vehicle body with respect to a front end portion of the light metal frame.

Abstract: An automated driving vehicle includes: a traveling unit to which an upper structure can be attached and which does not have a passenger compartment; and a connector provided in the traveling unit and connected to the upper structure detachably attached to the traveling unit.

Abstract: A vehicle with improved body—closure impact performance may include a frame having an outer side and an inner side, the frame comprising a door opening, a door sill secured to the frame and extending along an edge of the door opening, the door sill extruded to comprise an elongate cavity; and a door secured to the frame and comprising an elongate protrusion, the door movable between an open position and a closed position, where the elongate cavity is positioned to receive the elongate protrusion when the door is in the closed position.

Abstract: A vehicle assembly that can include a frame assembly, a door assembly, a striker assembly, a door latch assembly, a seat belt retractor assembly and a cover assembly. The striker assembly can be mounted on the frame assembly. The door latch assembly can be mounted on the door assembly. The door latch assembly can include a latch mechanism configured to releasably engage the striker assembly when the door assembly is in the closed position. The seat belt retractor assembly selectively wind and unwind a seat belt. The seat belt retractor assembly can be mounted on a first portion of the frame assembly. The seat belt retractor assembly can be spaced away from a second portion of the frame assembly by a gap. The cover assembly can be mounted on the frame assembly. The cover assembly can cover at least a portion of the gap and the striker assembly.

Abstract: A cowl top structure is provided along a lower edge of a front glass in a vehicle width direction. The cowl top structure includes a raised section, a fragile section and a drainage passage. The raised section is formed on a left end portion of a cowl top. The fragile section is formed on the raised section. The drainage passage is provided in a surrounding of the raised section and formed to drain water to an outer side of a vehicle body.

Abstract: A floor cross member includes an extension portion at a front flange. The extension portion is bent at the front end of the front flange, and extends downward to the front side so that the front end of the extension portion is connected to the front floor panel. The reinforcement member is provided for the extension portion.

Abstract: An electric or hybrid sport car comprising a vehicular frame and a floor formed by a fixed portion with the vehicular frame and a removable base and wherein a bottom part of the base consists of a so-called platform, which consists of a plate made of metal or high-resistance composite material, exposed to the outside so as to operatively face the ground on which the car rests. A rear part of the platform diverges from the ground proceeding towards a rear part of the car, and wherein said rear part of the platform supports a support frame of a rear battery pack, and wherein said support frame comprises a plurality of support layers for as many battery layers, which include columns operatively vertical and structures parallel to the rear portion of the platform.

Abstract: The present invention is directed to a closed structural component and process for preparing the same.

Abstract: A rear fairing assembly for a cargo enclosure includes a fairing bracket configured to be coupled to an enclosure wall of the cargo enclosure. In addition, the rear fairing assembly includes a separate fairing skin supported relative to the enclosure wall via the fairing bracket.

Abstract: A deflector structure for an automobile. The deflector structure includes a protruding structure having an outer surface positioned to be hit by traveling air when the automobile travels forward. The outer surface of the protruding portion includes a first inclined portion located on a vehicle-width-direction outer side and inclined upward toward the automobile front side; and a second inclined portion located on a vehicle-width-direction inner side and inclined upward toward the automobile front side. An angle of inclination of the second inclined portion on an acute angle side of the second inclined portion with respect to a horizontal direction is smaller than an angle of inclination of the first inclined portion on an acute angle side of the first inclined portion with respect to the horizontal direction.

Abstract: A front deflector configured to be provided on a surface ahead of a front wheel of a vehicle. The front deflector includes a first opening forward of the vehicle, the first opening configured to receive air into an inner space of the front deflector when the vehicle travels forward; a guide wall that directs the air received into the inner space from the first opening to at least a vehicle-width-direction outer side in the inner space; and a second opening that opens rearward of the first opening in a position that overlaps with a front wheel of the vehicle, and exhausts the air in the inner space to the vehicle-width-direction outer side.

Abstract: A car having: a frame; four wheels, which are mounted on the frame in a rotary manner; a body, which covers the frame; at least one compressed air tank; and at least one gas pusher, which is connected to the compressed air tank, is integral to the frame and has a plurality of nozzles, which face outwards, can be activated in order to generate respective air jets, are arranged parallel to and beside one another, have the same orientation and are sized so as to generate different pneumatic thrusts given the same pressure of the compressed air flowing in; a pressure sensor, which determines a pressure inside the compressed air tank; and a control unit, which activates the plurality of nozzles in a coordinated manner so as to generate, as a whole, a desired pneumatic thrust based on the pressure inside the compressed air tank.

Abstract: The present disclosure relates generally to a fifth wheel hitch and, more particularly, to a fifth wheel hitch having a latching system that is viewable to a user. In another instance, the present disclosure relates to a fifth wheel hitch having a latching system that permits a user to restrict movement of the fifth wheel hitch in at least two different planes of motion.

Abstract: A load transporting system comprising a plurality of walking systems in the load substructure comprises transverse step window configured such that during a non-longitudinal step at least a portion of the walking system passes into the window. A portable master control unit for a load transporting system configured to be removed from the load to eliminate damage to the control unit and cables when the load is in position.

Abstract: A robotic leg assembly includes a main body having a first end and an opposite second end, a first servo arranged at the first end of the main body, a second servo connected to the main body and comprising an output shaft, a servo holder arranged at the second end of the main body, a third servo received in the servo holder, and a linkage bar mechanism. Each of a first initial angle of the first rotary member and a second initial angle of the second rotary member is in a predetermined range.