Abstract: The vehicle control apparatus and the control method thereof include an electronic control unit configured to receive wheel slip values sensed by a sensing apparatus, receive the wheel slip values and calculate a predicted wheel slip value using slip prediction model information on the basis of a previous wheel slip value and a current wheel slip value among the wheel slip values. Whether a current state is a first state of which a vehicle moved from a high friction road to a low friction road on the basis of the calculated predicted wheel slip value is then determined. The calculated predicted wheel slip value is compared with predicted target slip value ranges when the current state is determined as being the first state. Whether to control an electric parking brake (EPB) apparatus is determined. A controller configured to transmit a command based on the determination by the ECU.

Abstract: Disclosed is a method for controlling brakes in a trailer vehicle comprising a pneumatic brake system, service brakes and an electronic brake system with anti-lock control, wherein at least one axle of the trailer vehicle is fitted with spring-loaded brakes and revolution rate sensors. The method comprises: monitoring with the electronic brake system whether there is a braking demand, monitoring with the electronic brake system whether at least one wheel of at least one axle is locking up, and if there is no braking demand and at least one wheel of the at least one axle is locked while traveling, controlling the pneumatic braking system with the electronic brake system to pressurize the spring-loaded brakes and to brake the trailer vehicle by the service brakes automatically and with anti-lock control. A valve arrangement is also disclosed.

Abstract: An emergency braking device including an actuator (2), a pressurizing circuit (3) supplying the actuator (2) via a control pressure and a discharge circuit (4). The discharge circuit (4) includes restrictors (13, 14) for controlling the pressure and/or flow rate of the supply fluid of the actuator (2) during a discharge of the actuator. The restrictors (13, 14) are configured to define an intermediate pressure between a low pressure level and the control pressure of the actuator (2).

Abstract: A braking force control system includes a braking mechanism configured to generate a braking force for the vehicle, a first unit configured to supply a braking oil pressure to the braking mechanism, a second unit configured to supply a braking oil pressure to the braking mechanism by using a path other than a path used by the first unit, and an electronic control unit configured to execute braking control by alternatively operating the first unit or the second unit. The electronic control unit is configured to execute first braking control by operating the first unit in a case where the second unit is not operated when an execution request for the first braking control is received and execute the first braking control by continuously operating the second unit in a case where the second unit is operated when an execution request for the first braking control is received.

Abstract: A method for operating a drive train of a motor vehicle includes selecting between first and second operating strategies for controlling a starting component (3A, 3B) during a stopping process of the motor vehicle, and carrying out a downshift of the transmission (G) during the stopping process after implementing the first operating strategy or the second operating strategy. In the first operating strategy, the starting component (3A, 3B) is engaged or locked up and/or remains engaged or locked up at least until the motor vehicle comes to a standstill. In the second operating strategy, the starting component (3A, 3B) is disengaged or the lock-up of the starting component (3A, 36) is released before the motor vehicle come to the standstill. The downshift of the transmission (G) is triggered at a different rotational speed limit value upon implementation of the first operating strategy than upon implementation of the second operating strategy.

Abstract: A method of controlling a hybrid vehicle for reducing path loss of energy when recovered energy at the time of gear shifting is transmitted to a hybrid start generator includes steps of determining a currently required torque and a predicted acceleration at a near-future time, determining a predicted speed at the near-future time based on a current speed and the predicted acceleration, determining when it is determined that one of engine start and shift conditions is satisfied at a current time based on at least one of the required torque and the current speed, whether the remaining one of the engine start shift conditions is satisfied at the near-future time, and controlling an event corresponding to the satisfied condition at the current time is delayed or an event corresponding to the satisfied condition at the near-future time is advanced when the remaining one condition is satisfied.

Abstract: A control system comprises a driving mode setting part 41 setting a driving mode, a fuel consumption rate calculating part 42 calculating a first fuel consumption rate when outputting power for driving use and a second fuel consumption rate when storing electric power in the battery, a fuel consumption rate correcting part 43 and a driving region judging part 44. The driving mode setting part sets the driving mode to the EV mode when the first fuel consumption rate is higher than the second fuel consumption rate and sets the driving mode to the engine operating mode when the first fuel consumption rate is lower than the second fuel consumption rate. The fuel consumption rate correcting part performs at least one of first correction raising the first fuel consumption rate and second correction lowering the second fuel consumption rate if the hybrid vehicle is driving through a residential neighborhood.

Abstract: The invention relates to a method for controlling the parking process of a hybrid electric vehicle, in particular a mild hybrid electric vehicle, in which an electric motor and an internal combustion engine can act on the drive train at the same time and in which, furthermore, a starter motor is connected to the drive train. The principle of electric parking is to be solved by the invention. In order to achieve this, the electric motor is initially exclusively utilized as the drive for the parking process. When an obstacle is to be overcome in this case, which cannot be successfully overcome solely with the aid of the electric motor, the starter motor is activated.

Abstract: A method of controlling vehicle stopping is provided. The method includes dividing an open space from a closed space, in which a gate is connected to the ground, to apply an open space stop control mode to the open space and to apply a closed space stop control mode to the closed space. Additionally, spatial division stop control is performed in which a control condition for each of an engine power, a vehicle interior temperature, and a battery state of charge (SOC) is varied between the open space stop control mode and the closed space stop control mode when a vehicle enters the closed space.

Abstract: A method, system, and/or computer program product controls positioning of cargo being loaded onto a cargo vehicle based on sensor readings from another cargo vehicle. One or more processors receive output from a cargo sensor that describes shifting experienced by a first cargo while being transported by a first cargo vehicle, and based on the output, determine that the first cargo has shifted beyond a predetermined amount. The processor(s) transmit instructions to a robotic cargo loader of second cargo being loaded onto a second cargo vehicle to adjust a positioning of the second cargo while being loaded onto the second cargo vehicle based on the first cargo shifting beyond the predetermined amount while being transported by the first cargo vehicle, where the positioning of the second cargo in the second cargo vehicle is different from a positioning of the first cargo on the first cargo vehicle.

Abstract: Method and apparatus are disclosed for park-assist based on vehicle door open positions. An example vehicle includes a door, a door sensor, a range-detection sensor, and a controller. The controller is to determine, via the door sensor, a preferred angle of an occupant for opening the door and detect, via the range-detection sensor, a spot that is unoccupied. The controller also is to predict a maximum angle for opening the door within the spot. The example vehicle also includes an autonomy unit to perform park-assist into the spot responsive to the maximum angle equaling or exceeding the preferred angle.

Abstract: A method for assisted parking of a vehicle performed by a parking control device. The method includes: determining a current position of a vehicle based on at least one of GPS information or environment information of the vehicle; generating traveling map information during manual driving of the vehicle, the traveling map information including a traveling path of the vehicle from the current position of the vehicle, based on at least one user input received through a vehicle manipulation device and at least one sensor value acquired through at least one sensor; and transmitting, based on receiving a rollback request signal, a rollback control signal that causes the vehicle to autonomously drive in a reverse direction along at least part of the traveling path from a rollback starting position of the vehicle.

Abstract: An apparatus for preventing a pedestrian collision accident, a system having the same, and a method thereof are provided. The apparatus includes a pedestrian sensing unit that senses a pedestrian moving into a dangerous area and calculates velocity and direction information of the pedestrian. A communication unit transmits the velocity and direction information of the pedestrian to a surrounding vehicle. A time-to-collision (TTC) calculating unit calculates a TTC using velocity and direction information of a subject vehicle and second velocity and direction information of the pedestrian, when the TTC calculating unit receives the second velocity and direction information of the pedestrian from another vehicle. A controller outputs based on the TTC a warning to a driver of the subject vehicle or the pedestrian.

Abstract: Various embodiments include methods, devices, and robotic vehicle processing devices implementing such methods for automatically adjusting the minimum distance that a robotic vehicle is permitted to approach an object by a collision avoidance system based upon a classification or type of object.

Abstract: A method for monitoring an area ahead of a vehicle, the vehicle including a first sensor oriented in the direction of the area and a second sensor oriented in the direction of the area, the second sensor having a greater vertical detection angle than the first sensor, in a step of associating, an item of distance information detected by the first sensor is associated with an object detected by the second sensor in the area. In a step of tracking, a position of the object is tracked while using the second sensor when the object leaves the detection angle of the first sensor due to a pitch angle of the vehicle.

Abstract: With conventional automatic drive control, no consideration is given to whether the driver is in a condition to be able to drive the vehicle properly when automatic driving is cancelled. Accordingly, an automatic drive control device is switchable between a manual driving mode in which driving operation by the driver of the vehicle is required, and an automatic driving mode in which driving operation by the driver of the vehicle is not required. The device is equipped with: a surrounding conditions recognition unit for recognizing surrounding conditions of the vehicle; an information notification unit for notifying the driver of the vehicle; and an automatic drive control unit for carrying out control of the vehicle in automatic driving mode, and controlling the information notification unit in such a way as to alert the driver of the vehicle on the basis of the surrounding conditions recognized by the surrounding conditions recognition unit.

Abstract: A lane keep assist device is configured to perform lane keep assist control for making a host vehicle travel along a lane, and preventing the host vehicle from departing from the lane. The lane keep assist device includes an electronic control device configured to detect presence or absence of another vehicle, present in a vicinity of the host vehicle, which have a gradual decrease in a distance from the host vehicle, and when the other vehicle is detected, the electronic control device configured to set virtual line extending along front-rear direction of the detected other vehicle at position away by first predetermined distance in right-left direction of the other vehicle from lateral side of the detected other vehicle, and to specify the lane based on the set virtual line to perform the lane keep assist control.

Abstract: There is provided a traveling control system. The traveling control system includes a first acquisition unit configured to acquire peripheral information of a self-vehicle, a second acquisition unit configured to acquire predetermined road information, a specifying unit configured to specify, based on the peripheral information acquired by the first acquisition unit, a width of a road on which the self-vehicle travels, and a control unit configured to perform traveling control based on a smaller one of a width of a road indicated by the road information acquired by the second acquisition unit and the width of the road specified by the specifying unit.

Abstract: A system, method, and apparatus include a controller structured to predict a change in speed of a vehicle in advance of upcoming terrain and inhibit a coasting event if the speed exceeds a limit. In one form a velocity of the vehicle is predicted using a physics based model of the vehicle within a look ahead window in front of a vehicle. Such a look ahead window can be distance or time based. In another, speed of a vehicle is monitored during a coasting event and is compared against a threshold to determine whether to remain coasting or re-engage an engine to a driveline. The threshold is a function of road grade, and permits a larger deviation from set speed at low grade than at high grade. The function can be based on road grade and vehicle weight.

Abstract: A vehicle control system to accurately control a vehicle by estimating a position of an accelerator pedal. In a first phase of an operation of the accelerator pedal in which a depression of the accelerator pedal increases, a first predicted value of a position of the accelerator pedal is calculated by a first calculation procedure based on the position of the accelerator in the first phase. In a second phase in which the change amount of the position of the accelerator plateaus, a second predicted value of the position of the accelerator pedal is calculated by a second calculation procedure based on the position of the accelerator in the second phase. In a third phase in which the change amount of the position of the accelerator decreases, the second predicted value is employed as the predicted value of the position of the accelerator pedal.

Abstract: A method for determining a presently existing driving situation in which a vehicle finds itself at the moment. The method includes receiving of driving-environment data based on a sensed vehicle driving environment, extracting of features from the driving-environment data with the aid of pattern recognition, classifying the presently existing driving situation based exclusively on the features extracted by the pattern recognition, and providing a result of the classification. A corresponding apparatus, a corresponding system as well as a computer program, are also described.

Abstract: Systems and methods are described for monitoring awareness of a vehicle occupant. An approach may involve connecting, by the vehicle, to a wireless device of the vehicle occupant, receiving, by the vehicle, a signal from the wireless device indicative of activity of the vehicle occupant and processing the signal to determine a level of awareness of the vehicle occupant, determining whether the level of awareness of the vehicle occupant satisfies a threshold, and generating, by the vehicle, an alert based upon whether the level of awareness of the vehicle occupant satisfies the threshold.

Abstract: Systems and methods for analyzing sensor data to determine an inferred emotional state of a vehicle operator and generate a recommendation based on the inferred emotional state are disclosed. According to embodiments, an electronic device may analyze image data depicting a vehicle operator to identify a behavior. The electronic device may also compare vehicle dynamics data to baseline vehicle dynamics data to determine if the vehicle dynamics data differs from the baseline vehicle dynamics data by a threshold amount. Based on the identified behavior and the vehicle dynamics data, the electronic device may determine an inferred emotional state of the vehicle operator. The electronic device may generate a recommendation for the vehicle operator based on the inferred emotional state.

Abstract: System, methods, and other embodiments described herein relate to end-user modification of the driving behavior of a vehicle when operating in an autonomous driving mode. One embodiment stores disengagement data associated with an autonomous driving mode of the vehicle; outputs, to an end user from the stored disengagement data, a report of a disengagement that occurred along a particular route identified by the end user due to incorrect identification, by a sensor system of the vehicle, of an object; receiving, from the end user, a corrective input that includes labeling the object; and modifying automatically one or more autonomous driving modules of the vehicle in accordance with the corrective input to prevent future disengagements when the vehicle is traveling along the particular route in the autonomous driving mode.

Abstract: A computer-implemented method, system, and/or computer program product controls a driving mode of a self-driving vehicle (SDV). One or more processors compare a control processor competence level of an on-board SDV control processor in controlling the SDV to a human driver competence level of a human driver in controlling the SDV while the SDV encounters a current roadway condition which is a result of current weather conditions of the roadway on which the SDV is currently traveling. One or more processors then selectively assign control of the SDV to the SDV control processor or to the human driver while the SDV encounters the current roadway condition based on which of the control processor competence level and the human driver competence level is relatively higher to one another.

Abstract: The present invention includes: a visual perception target determination unit for determining a visual perception target by using a saliency model for determining that an object to be visually perceived at a glance is a visual perception target, a surprise model for determining that an object behaving abnormally is a visual perception target, and a normative model for determining that an object to be visually perceived by a viewing action of a driver serving as a norm is a visual perception target; and a visual guidance unit for determining whether or not an overlooked visual perception to which a line-of-sight direction detected by a line-of-sight detection unit is not directed is present, and guiding a line-of-sight of a driver toward the overlooked visual perception target, when the overlooked visual perception target is present.

Abstract: Provided herein are system, method and/or computer program product embodiments for the automated transfer of control in autonomous vehicles. An embodiment operates by retrieving configuration information specifying one or more vehicle control transfer events associated with a vehicle and determining, based on at least one of sensor data or a communications network message, that a vehicle control transfer event has occurred. The system then determines that a vehicle operator is available to manually operate the vehicle and if so transfers control of the vehicle from an autonomous driving system to a manual vehicle operation interface or a remote vehicle operation interface.

Abstract: A monorail vehicle includes a chassis supporting a vehicle body that includes a passenger floor, a first side wall, and a second side wall and first and second propulsion systems. Each propulsion system includes an electric motor and a drive wheel coupled to a rotor of the electric motor. Each electric motor and the drive wheel coupled to the rotor of the electric motor are positioned on both sides of an imaginary plane extension of the passenger floor. First and second shells cover portions of the first and second propulsion system. The first shell is positioned proximate to the first side wall and defines a first space between the second side wall. The second shell is positioned proximate to the second side wall and defines a second space between the first side wall.

Abstract: The purpose of this plan is to reduce the damages in intercity train crash cases to the passengers. Berth sleeper airbags are designed to protect the passenger's head and body while the passenger is asleep in the berth sleeper, which inflates in the event of a rollover accident.

Abstract: A system to transport and unload bulk materials includes at least one rail car and a moving wall system. The moving wall system has a first end, a second end, and a trough. The trough is configured to contain a payload of the at least one rail car. The trough includes sidewalls that contact the payload when loaded and move with the payload to move the payload towards the second end. The trough may be formed of at least one conveyor belt that forms a hopper of the at least one rail car. The trough may span a plurality of rail cars. The system may include a take-up system connecting the sidewalls. Each of the rail cars may include a frame and a plurality of pulleys connected to the frame may support the trough.

Abstract: A handcart for manually conveying objects on a pair of railroad rails includes a first structure having a first end and a second end, the first end having a first opening therein, a second structure attached to the first support bar such that a frame is formed between the first and second structures by one or more crossbeams, and a first wheel assembly having a first wheel and a first axle extending therefrom, the first axle detachably locked via the first axle positioned in the first opening.

Abstract: Provided is a railway vehicle disc brake apparatus that is capable of ensuring sufficient strength to withstand a reaction force from a disc, and that can be reduced in weight. A caliper lever of the railway vehicle disc brake apparatus has a pair of working point side arms, and a working point section. The working point section links the pair of working point side arms, and holds a pad via a working point shaft. The pair of working point side arms are inclined in such a manner that the interval therebetween narrows as the working point side arms approach the working point section. Furthermore, each working point side arm is inclined with respect to a reference plane that is perpendicular to the direction in which the working point section extends.

Abstract: A bakery cart includes a frame and a top cover. The frame includes corner supports, base rails, shelf ledges and hinged beams. The top cover swings from a cover position to a stow position, and frame moves from an expanded position to a collapsed position to reduce the frame width. Advantageously, the bakery cart is a reliable, lightweight, collapsible cart with a simple, inexpensive construction for holding shelves with food products in the expanded position and compact storage in the collapsed position.

Abstract: A pair of grips (2) for tippable apparatus (4) comprising at least one wheel (6), a body portion (8) for receiving a load (10), and a pair of handles (12) by which the tippable apparatus (4) is able to be pushed and tipped about the wheel (6), and the pair of grips (2) being such that each grip (2) comprises: (i) a connecting portion (14) for connecting to one of the handles; (ii) a hand grip portion (16); (iii) at least one guide slot (18) in the hand grip portion (16); and (iv) at least one slide portion (20) which extends from the connecting portion (14) and into the guide slot (18), and the grip (2) being such that: (v) the guide slot (18) is curved, and (vi) the slide portion (20) is retained in the guide slot (18) and is slideable backwards and forwards in the guide slot (18) in order to allow the tipping of the tippable apparatus (4) about the wheel (6) and without a person having to change their hand position on the grip (2).

Abstract: A deployable stool system for slidably attaching a step to a cart includes a cart that may be rolled along a support surface. A step unit is coupled to the cart and the step unit is selectively positioned in a deployed position. Thus, the step unit may support a user thereby increasing the user's reach. The step unit is selectively positioned in a stored position.

Abstract: A steering column assembly that includes a rake bracket and a rake bolt assembly. The rake bracket is disposed on a jacket assembly that extends along a steering column axis. The rake bracket defines an opening and rake bracket teeth. The rake bolt assembly includes a rake bolt that extends through the opening along a rake bolt axis and a rake element that is disposed about the rake bolt. The rake element has a toothed region defining rake teeth that engage the first rake bracket teeth and a non-toothed region defining a flag.

Abstract: A displaceable steering column for motor vehicles may include an actuating unit in which a steering shaft is rotatably mounted. The actuating unit may be displaceable relative to a holding unit in the axial direction of the steering shaft, and optionally in the vertical direction, and can be clamped by means of a clamping device so that the actuating unit is fixed in an non-displaceable manner when the motor vehicle is operating normally. The steering column may also include an energy absorption device disposed between the actuating unit and the holding unit, which in the event of a vehicle crash absorbs at least part of the energy applied to the steering column by material deformation of an energy absorber. The energy absorption device may have a central portion on which an energy absorber is disposed and is engaged with the actuating unit. The central portion may be connected to a clamping portion that can be clamped by the clamping device.

Abstract: A portion of the target guide plate interposed between the rolling surface of each ball and an inner surface of the sub-concave groove is supported at the other radial surface opposite to the rolling surface of each ball by the inner surface of the sub-concave groove at a state where one radial surface facing towards the rolling surface of each ball is pressed by the rolling surface of each ball and is thus curved along the rolling surface of each ball.

Abstract: A steering gear for a vehicle includes a steering pinion and a master rack. A toothing of the master rack includes a constant helix angle and a toothing of the steering pinion includes a changing helix angle.

Abstract: A steering apparatus includes a steered shaft; a rack housing; a ball screw nut; a bearing disposed between an inner peripheral surface of the rack housing and an outer peripheral surface of the ball screw nut, the bearing supporting the ball screw nut such that the ball screw nut is rotatable with respect to the rack housing; and a tubular rack boot covering an axial end portion of the rack housing. The rack housing includes a partition wall protruding radially inward from a cylindrical inner peripheral surface of the rack housing and separating a ball screw chamber housing the ball screw nut and an inner chamber of the rack boot. The partition wall has a through-hole through which the steered shaft extends, and a drain passage provided vertically below the through-hole and providing communication between the ball screw chamber and the inner chamber of the rack boot.

Abstract: A sensor device includes: multiple sensor units, each of which includes multiple sensor elements and a signal processing unit that generates and transmits an output signal including multiple detection signals corresponding to detection values of the sensor elements; and multiple control units, each of which includes a communication unit that receives the output signal, an abnormality monitoring unit that monitors abnormality of the respective sensor unit, and a physical quantity computation unit that computes a physical quantity based on at least one of the detection signals which is normal. One control unit mutually transmits and receives the detection signals as subject sensor signals received from the respective sensor unit and the detection signals as other sensor signals received from another one of the control units with another system control unit.

Abstract: According to one or more embodiments, an example system includes a motor, and a motor control system that includes a low side current measurement subsystem. The system further includes a processor that switches the motor control system to use feedforward current control in response to detecting a current measurement failure in the low side current measurement subsystem. The processor further identifies a first phase that has a failed current measurement. The processor also computes a current measurement for the first phase, which has the current measurement failure. The processor further uses the computed current measurement to compute a parameter estimate.

Abstract: A hydraulic steering unit (1) is described comprising a supply port arrangement having a pressure port (8) connected to a main flow path (6) and a tank port (T) connected to a tank flow path (7), a working port arrangement having a left working port (L) connected to a left working flow path (9) and a right working port (R) connected to a right working flow path (10), a bridge arrangement (14) of variable orifices having a first left orifice (A2L) connected to the main flow path (6) and to the left working flow path (9), a first right orifice (A2R) connected to the main flow path (6) and to the right working flow path (10), a second left orifice (A3L) connected to the left working flow path (9) and to the tank flow path (7), and a second right orifice (A3R) connected to the right working flow path (10) and to the tank flow path (7). Such a hydraulic steering unit should allow comfortable steering.

Abstract: A steerable knuckle, and an axle and track drive assembly including the knuckle, is disclosed. A driveshaft rotatable about a rotational axis extends through the knuckle. The knuckle pivots about a steering axis generally perpendicular to the rotational axis. The driveshaft extends through an axle housing, and a hub is coupled to the driveshaft. The track drive includes a drive wheel, a drive frame, rollers, and a track. Rotation of the driveshaft about the rotational axis rotates the hub and drive wheel which rotates the track about the drive wheel and rollers. Rotation of the knuckle about the steering axis turns the track drive. The knuckle can include a hollow spindle, one or more undercarriage support arm(s) for connecting the track drive frame, steering stops, and king pin, steering cylinder, and tie rod connections. The knuckle can be a single integrated piece.

Abstract: The present disclosure provides a rack bar supporting device of a steering apparatus for a vehicle. The rack bar supporting device includes: a support yoke to support a rack bar; a first cam member configured to have a front surface supporting the support yoke toward the rack bar and to have a rear surface provided with a first cam surface inclined in a circumferential direction thereof; a second cam member configured to have a front surface provided with a second cam surface inclined in a circumferential direction thereof to correspond to the first cam surface, to have a rear surface to which one end of a torsion spring is supported and coupled; a yoke plug; and an elastic pin.

Abstract: A continuously variable transmission (CVT) system, which turns the rear wheels of a lawn mower or similar vehicle at different speeds in a coordinated method with the front steering wheels in order to achieve the best turning radius (including a tight or zero turn radius, if desired) under most conditions. The system comprises two stages: the first stage comprising a Fixed Center Distance CVT pulley system, and the second stage comprising dual CVTs (e.g., left and right) that input into dual gear reducers (left and right), which are mechanically connected to the rear wheels. The second stage dual CVTs (left and right) are synchronized with the steering wheel, thus achieving different rear wheel speeds and/or directions based on the steering wheel position.

Abstract: In a vehicle body front structure, a sub frame is fixed to front mount brackets and rear mount brackets of a pair of front side frames. A power unit is arranged on the front side of the sub frame in the vehicle body, and the power unit is supported by the pair of front side frames. A tilt surface is formed on the sub frame, and the tilt surface tilts to ascend toward the rear of the vehicle body. A rear portion of the power unit faces the tilt surface.

Abstract: A vehicle body front part structure includes: a pair of left and right front side frames extending in the vehicle front-rear direction; and a front bulkhead connected to front ends of the front side frames. The front bulkhead includes: a pair of upper and lower lateral members extending in the left-right direction; and a pair of left and right vertical members extending in the up-down direction so as to connect ends on the outer sides in the vehicle width direction of the lateral members to each other. A forward extension part extending toward the front of the vehicle is provided at a lower end of the vertical member. A first load transmission member located on a more outer side in the vehicle width direction than the front side frame is fixed to the forward extension part.

Abstract: A vehicle chassis arrangement, preferably for use in an agricultural tractor. The chassis has two frame elements and a differential housing, where the ends of the frame elements are connected to the side of the differential housing facing the rear of the vehicle. A tank cover is attached adjacent to that side of the differential housing, to define a fluid storage tank between the tank cover and the surface of the differential housing.

Abstract: A vehicle having a front trunk and a method of controlling a vehicle to access the trunk may include raising a hood from a closed position adjacent body structure to a fully open position with the hood oriented horizontally to provide access to a front trunk, raising a grille with the hood; and pivoting the grille about a hinge affixed to the hood. Front trunk lighting and bins maybe included in the vehicle.