Abstract: A hybrid vehicle control system and method include a controller programmed to, while a transmission is in PARK or NEUTRAL, start an engine, close a disconnect clutch selectively coupling the engine to an electric machine, and control the electric machine to charge a traction battery in response to the accelerator pedal position exceeding an idle position and being less than a threshold. The controller controls transmission impeller speed in response to accelerator pedal position exceeding the threshold to allow revving the engine in response to accelerator pedal. A method for controlling a hybrid vehicle includes starting an engine, closing a clutch between the engine and an electric machine, and controlling the engine and the electric machine to either: i) charge a traction battery or ii) rev the engine based on accelerator pedal position relative to a threshold above an idle position while the transmission is in PARK or NEUTRAL.

Abstract: A control system for hybrid vehicles configured to improve energy efficiency by controlling a speed difference in a coupling. The hybrid vehicle comprises: a power split mechanism; an engine connected to a first rotary element; a first motor connected to the second rotary element; a second motor connected to the third rotary element; drive wheels to which a torque is delivered from the third rotary element; and a coupling comprising a drive member and a driven member. A controller is configured to change the speed difference in the coupling, and to change a speed or a torque of at least one of the first motor and the second motor after changing the speed difference in the coupling.

Abstract: A method for operating a hybrid electric vehicle and hybrid electric vehicle are provided. The vehicle includes an internal combustion engine and an electric engine, which are operated by an electric controller, and a telecommunication system is communicatively coupled to the electric controller. The method includes determining if a telecommunication session is initiated or ongoing by the telecommunication system based on communication data provided by the telecommunication system to the electric controller. A current driving condition of the vehicle is determined based on driving data obtained by the electric controller to determine if an electric driving mode of the hybrid electric vehicle is feasible for the current driving condition. The hybrid electric vehicle is operated in the electric driving mode during the telecommunication session while the electric driving mode is feasible.

Abstract: Powertrain configurations for hybrid electric vehicles (HEV) and plug-in hybrid electric vehicles (PHEV) are disclosed. One powertrain comprises: a prime mover; an electric motor-generator, said electric motor-generator mechanically coupled to said prime mover via a first clutch; a transmission, said transmission mechanically coupled to said electric motor-generator via a second clutch; a battery, said battery electrically coupled to said electric motor-generator, said battery capable of supplying electrical energy to said electric motor-generator; and a controller, said controller capable of supplying control signals to said prime mover, said first clutch, said electric motor-generator, said second clutch and said transmission such that said controller is capable of dynamically affecting a plurality of operating modes.

Abstract: A sensing system for a vehicle includes at least one radar sensor disposed at the vehicle and having a field of sensing exterior of the vehicle. The at least one radar sensor includes an array of multiple transmitting antennas and multiple receiving antennas. A control is responsive to the outputs of the at least one radar sensor and determines the presence of one or more other vehicles exterior the vehicle and within the field of sensing of the at least one radar sensor. Lane markers may be determined via a vision system of the equipped vehicle. The control determines range and relative lane position of a detected other vehicle relative to the equipped vehicle and determined lane markers, and the sensing system may anticipate a lane change, cut-in or merge intent of the detected other vehicle.

Abstract: Disclosed herein are a vehicle control system and controlling method thereof. The vehicle control system includes a plurality of sensors configured to measure a wheel speed, a steering angle, a yaw rate, and acceleration value, and a controller estimating the state of a vehicle based on the wheel speed, the steering angle, the yaw rate, and the acceleration value and updating a front and rear wheel stiffness of the vehicle when it is determined that the vehicle is running on an asymmetric friction surface from the estimated state of the vehicle.

Abstract: There is provided a vehicle behavior control device capable of improving responsivity of a vehicle behavior and a linear feeling with respect to a steering wheel operation without causing a driver to experience a strong feeling of intervention of the control and, at the same time, capable of controlling behavior of a vehicle in such a manner as to also improve stability of the vehicle attitude and riding comfort. In a vehicle behavior control device applied to a vehicle 1 having steerable front road wheels 2, the vehicle behavior control device includes a PCM 14 which acquires a steering speed of the vehicle, and increases a vertical load on the front road wheels when the steering speed becomes equal to or greater than a given threshold TS1 which is greater than zero.

Abstract: Systems and methods of deep neural network based parking assistance is provided. A system can receive data sensed by one or more sensors mounted on a vehicle located at a parking zone. The system generates, from a first neural network, a digital map based on the data sensed by the one or more sensors. The system generates, from a second neural network, a first path based on the three-dimensional dynamic map. The system receives vehicle dynamics information from a second one or more sensors located on the vehicle. The system generates, with a third neural network, a second path to park the vehicle based on the first path, vehicle dynamics information and at least one historical path stored in vehicle memory. The system provides commands to control the vehicle to follow the second path to park the vehicle in the parking zone.

Abstract: A safety device for a vehicle includes a sensor system and an evaluation and control unit that is coupled to the sensor system via an interface and that evaluates information from the sensor system in order to detect objects in the area ahead of the vehicle, calculates, on the basis of the information from the sensor system, a likely impact point of a detected object and/or a likely amount of overlap of the detected object and the vehicle, brings the vehicle into a defined slide-off position by way of a targeted intervention into the vehicle dynamics when the calculated likely impact point and/or the calculated amount of overlap satisfies at least one predefined condition.

Abstract: A driving assistance device includes a travel information acquisition unit, a first information acquisition unit, a second information acquisition unit, a collision determination unit, a driving control unit, a presence determination unit, and an early control unit. When the presence determination unit determines that a moving object is present ahead of the own vehicle in its traveling direction in a case where the moving object is not detected by a detection device which is mounted on the own vehicle, the early control unit performs early control for advancing a timing at which the moving object is detected by the detection device and the driving control unit performs control so that the own vehicle performs avoidance driving action.

Abstract: A control system for influencing at least one driver assistance system or comfort system associated with a host motor vehicle when the motor vehicle is in an exceptional scenario, wherein a surroundings sensor system supplies the driver assistance system or comfort system with information concerning the vehicle surroundings and/or the traffic situation the host motor vehicle is in; this driver assistance system or comfort system also influences the longitudinal and/or transverse guidance of the motor vehicle in driving or hazard situations; and for recognizing an exceptional scenario, the control system evaluates the information from the surroundings sensor system and/or a switching device to be actuated by the driver of the motor vehicle in order to at least temporarily switch off, suppress, or reduce the functionality of the at least one driver assistance system or comfort system, based on this evaluation.

Abstract: A vehicle has a steering mechanism coupled to a wheel of the vehicle. The steering mechanism is adjustable to alter a vehicle trajectory. The vehicle also comprises a collision imminent steering (CIS) control system. The collision imminent steering control system includes a controller in electrical communication with the steering mechanism and is configured to adjust a steering sequence of the steering mechanism to alter the vehicle trajectory when an obstacle is detected at a distance from the vehicle less than a calculated safe braking distance. The controller simultaneously calculates a predicted optimal vehicle path around the obstacle and a steering sequence determined to follow the predicted optimal vehicle path around the obstacle using feedback received by the controller.

Abstract: A lateral acceleration limiting device may include a processor configured to calculate current lateral acceleration of a vehicle, predict forward lateral acceleration, and determine whether the prediction lateral acceleration and the current lateral acceleration are greater than a predetermine reference value, a controller communicatively connected to the processor and configured to determine whether to generate a warning or whether to adjust steering torque, depending on a result determined by the processor, and a steering torque adjusting device communicatively connected to the processor and configured to adjust the steering torque depending on control of the controller.

Abstract: A lane keeping assistance system including position means for determining a first position of the vehicle in a network with a first accuracy; first interface for providing trajectory of the vehicle in the network; second interface for providing position data of right boundary objects and position data of left boundary objects, and radar signatures of these boundary objects; radar system to scan right and left lateral environments of the vehicle and determine distances to objects on a right of the vehicle and radar signatures thereof, and distances to objects on a left of the vehicle and radar signatures thereof; evaluation unit to perform identification of acquired objects based on the first position, the provided data, and the determined data, and to determine a second position of the vehicle with a second position accuracy; and control device to control the vehicle taking into consideration the target trajectory and the second position.

Abstract: A device includes a body operatively connected to a plurality of wheels, with the plurality of wheels being positioned relative to a banked surface defining a bank angle (?). A suspension system includes at least one suspension sensor configured to provide suspension displacement data. A controller is in communication with the at least one suspension sensor and has a processor and tangible, non-transitory memory on which is recorded instructions. The controller is configured to obtain the suspension displacement data and determine a roll angle (?) based at least partially on the suspension displacement data. The bank angle (?) is determined based at least partially on the roll angle (?), a yaw rate (r), a longitudinal velocity (Vx) and a plurality of predetermined parameters. Operation of the device is controlled based partly on at least one of the roll angle (?) and the bank angle (?).

Abstract: A vehicle includes: an automatic transmission configured to select a gear from a plurality of gears by switching engagement of a plurality of friction engaging mechanisms; a determination unit configured to determine whether a predetermined deceleration condition is satisfied during traveling; and an engagement control unit configured to control the plurality of friction engaging mechanisms. If the determination unit determines that the predetermined deceleration condition is satisfied, the engagement control unit decelerates the vehicle by controlling, in addition to a friction engaging mechanism corresponding to a current gear among the plurality of friction engaging mechanisms, a degree of engagement of another friction engaging mechanism that can generate interlock of the automatic transmission.

Abstract: In a vehicle control apparatus, a gradient calculator calculates a gradient difference between a reference gradient of a reference road section of an own vehicle and a target gradient of an objective road section of an image-detected object. A corrector corrects, based on the calculated gradient difference, second location information about the image-detected object measured by an imaging device to thereby correct a second distance of the image-detected object relative to the own vehicle. A determiner determines whether a radar-based object is identical with the image-detected object in accordance with first location information about the image-detected object measured by a radar device and the corrected second location information about the image-detected object.

Abstract: A start-stop device for commencing an automatic switch-off process of a drive machine in a motor vehicle includes means for detecting a first trigger condition for initiating an automatic switch-off process, means for detecting a second trigger condition for initiating an automatic switch-off process if the first trigger condition can no longer be met, and means for initiating an automatic switch-off process of the drive machine if the first trigger condition or the second trigger condition is met.

Abstract: The systems and methods provided herein are directed to an automated driver assistance system that monitors the area around the pedals of a vehicle and modifies the automated operation of the vehicle based on detected motion of the driver near the pedals.

Abstract: Methods and systems are provided for operating a continuously variable transmission (CVT) of a driveline of a vehicle during a request for engine compression braking. In one example, a method may include, responsive to an engine compression braking request, operating a CVT via a controller to adjust engine speed according to an engine speed-to-vehicle speed profile selected based on a power-based target engine speed for the engine compression braking request. The power-based target engine speed may vary continuously with driver demanded power and a battery charge power limit of the vehicle.

Abstract: A vehicle situation determination device includes an input unit and a controller. The input unit receives information about a recognition result of recognizing one or a plurality of moving objects existing in a sidewalk region ahead of a vehicle in an advancing direction. The controller determines, based on the recognition result, that the vehicle is allowed to enter a passing scheduled region in a time period of a sparse state when a transition is made from the sparse state into a dense state. The sparse state is a state where density of the one or plurality of moving objects existing in the passing scheduled region is lower than or equal to a predetermined value. The dense state is a state where the density is higher than the predetermined value.

Abstract: A smart traffic control device implements a method for detecting faulty sensors that result in false green requests and/or undetected true green requests. The faulty sensors may include inductive loops and pedestrian pushbuttons. The traffic control device may communicate with remote resources, including computer systems connected to human resources, to help identify the faulty sensors. The human resources may be crowdsourced. The traffic control device's communications with the remote resources may go through vehicle computers and smart phones of vehicles' occupants and pedestrians. The traffic control device may emit signals to enable vehicle computers to improve accuracy of position location. The traffic control device may emit its state (e.g., Green/Yellow/Red in various directions) and time to state changes, in real or substantially real time. A vehicle computer may receive the state and/or time to state changes and vary operation of the vehicle's power train in response thereto.

Abstract: An apparatus for lane change control for a vehicle may include: a determination device to determine lane change conditions for a first vehicle and a second vehicle, which are each travelling in a target lane to which a host vehicle performs a lance change; and a controller to perform the lane change control for the host vehicle when both the lane change conditions for the first and second vehicles are met. In particular, the first vehicle is located behind the host vehicle, and the second vehicle is located in front of the host vehicle.

Abstract: Disclosed herein are methods and systems for efficient optimal control with dynamic modeling for an autonomous vehicle (AV). The method may include acquiring vehicle status information for the AV, determining a longitudinal velocity of the AV, determining a driving style factor, wherein the driving style factor is dependent on at least road scenarios, obtaining an optimal control factor from a look-up table (LUT) using the determined longitudinal velocity and the determined driving style factor and providing an updated control command (such as a steering command) based on the obtained optimal control factor. The driving style factor may be determined from at least vehicle status, desired trajectory, current linear velocity and like parameters and ranges between a gentle driving mode and an aggressive driving mode.

Abstract: A hybrid vehicle comprises an engine, a motor and a meter display device. The hybrid vehicle is configured to display a tachometer on the meter display device in response to selection of a sport mode in a CS mode and to display a power meter on the meter display device irrespective of selection of the sport mode in a CD mode.

Abstract: Systems and methods for operating an engine and a transmission to reduce a catalyst light off time are disclosed. In one example, clutches of a transmission are operated to provide a desired load to the engine so that engine combustion stability may be improved while supplying heat to a catalyst so that the catalyst light off time may be reduced.

Abstract: A method and system for enabling an automated vehicular navigational improvement is provided. The method includes monitoring traffic control devices located within a specified perimeter surrounding a vehicle and traffic control devices. Traffic control device data defining operational characteristics of the traffic control devices is retrieved and a distance between the vehicle a traffic control device is determined. Status data indicating a control status of the traffic control device and data defining distances and associated travel speeds of additional vehicles located within said perimeter are retrieved and analyzed. A predicted arrival time of the vehicle and predicted control status the traffic control device is determined and a resulting control command alert associated with driving functions of the vehicle.

Abstract: The present invention relates to a vehicle and a control method therefor. A vehicle according to an embodiment of the present invention comprises: a display unit; a communication unit configured to wirelessly communicate with an external device; and a control unit, capable of wirelessly communicating with the vehicle, for controlling the display unit so as to display a plurality of indicators corresponding to each of a plurality of other vehicles searched by the communication unit on the display unit, initiate wireless communications with a first other vehicle included in the plurality of other vehicles in response to a first user input, and display a user interface which guides shared contents receivable from the first other vehicle, wherein each of the indicators includes identification information of a specific vehicle of the plurality of other vehicles.

Abstract: An example apparatus comprises a memory resource configured to store data and transmit data. The apparatus may further include a safety controller coupled to the memory resource configured to receive the data from the memory resource, receive latched data from an application controller, and determine whether to allow an output of commands from the application controller in response to a comparison of the data from the memory resource and the latched data from the application controller.

Abstract: A system and method are provided for controlling operation of a vehicle. The system may include an interior data collection component configured to collected interior configuration data representing an interior space of the vehicle, a vehicle operation control configured to control actions of the vehicle, and one or more processors configured to determine, by processing the interior vehicle configuration data, an interior vehicle configuration of the vehicle, and cause the vehicle operation controller to cause the vehicle to take a specific action based on the interior vehicle configuration.

Abstract: A vehicle having a control element for the speed, acceleration or direction of the vehicle, two identical or redundant computing devices (e.g., each implemented as a system on chip (SoC)) to separately generate driving commands in parallel during autonomous driving of the vehicle, and a command controller coupled between the control element and the computing devices. In response to the commands from the identical or redundant computing devices, the command controller determines whether the commands are identical (or agree with each other); and if so, the command controller forwards one of the commands to the control element for execution. When there is a mismatch in the commands from the computing devices, the command controller tests the memories of the computing devices to identify a faulty one of the computing devices.

Abstract: A distraction detection system includes using a first signal, e.g., EDP signals or vehicle speed, and an additional signal to determine whether a person is distracted. The distraction system can be part of a vehicle seating system, A vehicle seating system is described and includes a seat configured to support an occupant and to be mounted in a vehicle and occupant sensing system at least partially integrated into the seat to sense an occupant. The sensing system senses a first criterion with respect to the occupant. A controller is configured to receive the first criterion signal from the sensing system and a second criterion to determine a distraction state of the driver. The controller can also determine a false distraction state using the distraction state and other criterion in a vehicle. The controller outputs a control signal when the distraction state exceeds a distraction threshold and when distraction is confirmed.

Abstract: A driver assistance device configured to be mounted on a first vehicle is provided. The device receives first positions and first speeds of the first vehicle, and receives second positions, second speeds, and events of a second vehicle. Each of the first positions, the first speeds, the second positions, the second speeds, and the events is on a timeline. A first approach time is derived based on a first current position of the first vehicle, a first current speed of the first vehicle, a second current position of the second vehicle, and a second current speed of the second vehicle. A second approach time is derived based on the first current position, the first current speed, and a past position of the second vehicle. Information is output to a driver of the first vehicle based on at least the first and second approach times.

Abstract: Systems and methods for autonomous vehicle control are disclosed herein. According to some implementations, a method includes a scenario-specific operation control evaluation module (SSOCEM) based on a route of the vehicle. The SSOCEM includes a preferred model and one or more fallback models that respectively determine candidate vehicle control actions. The method includes instantiating a SSOCEM instance based on the SSOCEM. The SSOCEM determines a candidate vehicle control action by determining an approximate amount of time needed to determine a solution to the preferred model and determining an approximate amount of time until the upcoming scenario is reached. When the approximate amount of time needed to determine the solution is less than the approximate amount of time to reach the upcoming scenario, the candidate vehicle control action is determined based on the preferred model; otherwise, the candidate vehicle control action is determined based on a fallback model.

Abstract: A drone railway system comprises a rail comprising a contact surface and an interconnect member having a drone connecting end and a rail engaging end, wherein the rail engaging end comprises a contacting member. The rail engaging end is selectively engageable with the rail so the contacting member can contact the contact surface and selectively disengageable with the rail so the drone and interconnect member can fly away from the rail, whereby the drone and interconnect member are able to travel along the length of the rail when the rail engaging end is engaged with the rail. A method of flying a drone comprises engaging a rail with the drone by contacting a contact surface of the rail with a contacting member associated with the drone; traveling along a length of the rail with the contacting member contacting the contact surface of the rail; selectively disengaging the drone from the rail; and flying away from the rail.

Abstract: A system and method for inspecting a rail is provided. The system includes an ultrasonic transducer positioned to emit an ultrasonic beam onto the rail and receive a refraction beam, the ultrasonic transducer being movable between a first position and a second position. A sensor is operable to measure an angle of a carriage, the carriage being positioned on the rail. A controller is operably coupled to the sensor, the controller having a processor that is responsive to executable computer instructions when executed on the processor to cause the ultrasonic transducer to move to receive refraction beam in response to the measured angle indicating a rail radius of less than a predetermined first threshold.

Abstract: A vehicle having a wagon body which is supported on at least one running gear, wherein the wagon body defines a vehicle longitudinal direction, a vehicle transverse direction and a vehicle height direction. The wagon body has a body section and an adjacent head section. The head section has an outer skin and a flow separation unit for reducing sensitivity of the vehicle to crosswind. The flow separation unit comprises a roof-like protrusion formed by the outer skin. The roof-like protrusion has a first roof section, a second roof section, and a ridge section forming a transition between the first roof section and the second roof section. The first roof section and the second roof section run inclined to one another such that, the ridge section forms a flow separation edge for the air flow.

Abstract: A protecting element of railway wheelsets is described, the protecting element being constituted by a pad provided with a plurality of transversal grooves without which the pad could not be rolled up on the axle at room temperature. The pad is made of a material having high thickness or high strength, that is respectively between 5 mm and 10 mm and between 50 kJ/m2 and 80 kJ/m2. Thanks to the combination of thickness and resilience values, in addition to the grooves, the pad can be manually rolled up on the axle, without the aid of presses and without prior heating. Thus, the solution according to the present invention combines the advantages of ease of installation, such as the possibility of manually rolling up the protecting element on the axle, with the effectiveness of the protection provided by rigid protecting elements.

Abstract: A carbody of a railcar includes: an underframe; a first member provided at one of vertical sides of a vertical center of the underframe, supported by the underframe, and absorbing collision energy; a second member provided at the other vertical side of the vertical center of the underframe, supported by the underframe, and contacting an obstacle when the first member is compressed by collision with the obstacle. In a case where the second member receives a reaction force from the obstacle when the first member is compressed by the collision with the obstacle, the second member transfers to the underframe a moment load that is opposite in a rotational direction to a moment load transferred to the underframe by the first member.

Abstract: Systems and methods of verifying train integrity may include generating EOT operation information based on sensor data from one or more sensors located at the end of a train, monitoring train integrity by periodically determining if the EOT operation information correlates to HOT operation information in a head of the train associated with a status of one or more sensors in the head of the train within a predetermined range, generating an integrity notification based at least partially on monitoring the predetermined range between EOT operation information and HOT operation information, and communicating a notification of an integrity event to at least one of the following: an on-board computer, an EOT device, a remote server associated with a specified entity, or any combination thereof.

Abstract: The present invention provides a system for preventing an accident that minimizes the number of monitor devices and prevents a collision accident to reduce the work and cost burdens. The system for preventing an accident 1 of the present invention includes an imaging device 10, a monitor server 20, and a warning device 60. The control unit 30 of the monitor server 20 executes the area receiving module 31 to receive input of an approach area as an area where a vehicle approaches and a danger area where is danger from an approaching vehicle based on a base image taken by the imaging device 10. The control unit 30 executes the first judgment module 33 to judge whether or not a vehicle enters the approach area based on an image taken by the imaging device 10. If a vehicle enters the approach area, the control unit 30 executes the second judgment module 34 to judge whether or not a person, etc., enters the approach area or the danger area. If a person, etc.

Abstract: A control arrangement for a railroad level crossing is disclosed. The control arrangement comprises monitoring sensors for monitoring the level crossing, the monitoring sensors arranged to detect an obstruction within a restricted area at or near to the level crossing, and a processing unit associated with the monitoring sensors and arranged to generate an alarm warning when an obstruction is detected. The alarm warning is used to adjust a Movement Authority issued to a train approaching the level crossing.

Abstract: An information sharing system derives from a roadway vehicles management system position-related data of a roadway vehicle along a road and determines a roadway vehicle timing at or during which the roadway vehicle is estimated to arrive at or cross a railway crossing. The information sharing system further derives from a railway vehicles management system position-related data of a railway vehicle along the railway and determines a railway vehicle timing at or during which the railway vehicle is estimated to arrive at or have passed the railway crossing. The information sharing system determines, based on comparing a roadway vehicle time window to a railway vehicle time window, that the roadway vehicle time window and the railway vehicle time window at least partly overlap. The information sharing system provides information associated with the overlap to the roadway vehicle or the railway vehicle.

Abstract: A multipurpose cart is provided herein. The multipurpose cart includes a substantially flat main support frame, a wheel support frame, at least one wheel, and a tarp selectively connectable to the main support frame. The wheel support frame extends from an end of the main support frame and is inclined upwardly relative to a topside of the main support frame. The wheel support frame includes an axle that is spaced apart from an underside of the main support frame by an offset distance. The at least one wheel is rotatably connected to the axle and has a radius substantially equal to the offset distance. The tarp is configurable in an open position to rest on a majority of the cart. The tarp includes reinforcement straps connected to a lower surface of the tarp and further includes at least one retainer for selectively connected the tarp to the cart.

Abstract: A chiminea cart apparatus for moving chimineas includes a base ring. A handle has a pair of arms extending from a base top side and a grip portion joining the pair of arms. Each of the pair of arms has a curved portion proximal the base ring and a straight portion extending from the curved portion to the grip portion. The curved portion is configured to accommodate a bulbous portion of a chiminea. A set of legs comprises a pair of back legs coupled to a base bottom side proximal the handle and a front leg coupled to the base bottom side opposite the handle. A pair of wheels is coupled to the pair of back legs and a support is coupled to the front leg.

Abstract: The assembled-type traveling carriage includes: the telescopic cylindrical body being an extendable telescopic cylindrical body rotatably provided with a first screw at each end thereof, and incorporating an actuator configured to extend and withdraw a nest; a joint block provided with a second screw; a traveler rotatably provided with the first screw and attached a driving device thereto; and a coupling rod rotatably provided with the first screw on each end thereof. A first planar frame body is assembled by screwing joint blocks to four of the telescopic cylindrical bodies, screwing the travelers to the joint blocks such that the travelers are positioned on extension lines of the telescopic cylindrical bodies, and coupling one ends of the four telescopic cylindrical bodies to one another by the coupling rods through the joint blocks.

Abstract: A foldable handcart comprises a handcart frame comprising a bottom frame, a front frame, a rear frame and side frames. The bottom frame comprises two longitudinal beams and a supporting beam arranged in-between. Each longitudinal beam has two ends separately pivoted to the front and rear frames and comprises a front longitudinal beam part and a rear longitudinal beam part, which are pivoted to two ends of a longitudinal beam limiting part and can be folded downwards or be limited upwards to form the linear longitudinal beam. Each side frame comprises two first oblique beams having first ends pivoted together and second ends separately pivoted to the front and rear frames. In the unfolded state, each front longitudinal beam part and the corresponding rear longitudinal beam part form one linear longitudinal beam and form a triangular supporting structure together with the two first oblique beams of the corresponding side frame.

Abstract: Disclosed is a stroller (1) moveable between a fully deployed state and a fully collapsed state. The stroller (1) comprises: a seat (2) comprising a seat back (5) pivotably connected to a seat base (6), and one or more stops arranged to prevent the stroller (1) from moving from its fully deployed state to its fully collapsed state, wherein the one or more stops arranged to be released to permit the stroller (1) to move from its fully deployed state to its fully collapsed state when at least one of the seat base (6) and seat back (5) is pivoted towards the other. The stroller provides improved safety.

Abstract: A steering wheel sheath includes a carbon fiber-comprising composite element and a leather element. The composite element forms a notch and a receiving space axially. Two ends of the composite element extend to form two connection portions bending by a predetermined angle. Inner walls of openings at two ends of the leather element form two engaging portions corresponding in position to the two connection portions of the composite element. An adhesive is applied to outer walls of the two connection portions of the composite element or inner walls of the two engaging portions of the leather element; hence, the composite element and the leather element are connected, coupled and fixed together. The customized manufacturing process allows the steering wheel sheath to be mounted by users and enhances overall feel.

Abstract: A steering system includes a tie rod and an actuator assembly. The tie rod is movably disposed within a tie rod housing. The actuator assembly includes a first member and a second member. The first member extends from an actuator. The second member has a second member first end operatively connected to the first member and a second member second end operatively connected to the tie rod. The second member first end is arranged to translate the tie rod along a first axis responsive to the actuator moving the second member first end relative to a second axis.