Abstract: A system includes a controller circuit configured to monitor, while a host vehicle is operated in a manual driving mode, a speed change response of an operator of the host vehicle based on a movement of a first vehicle traveling on a roadway, identify at least one speed parameter based on the speed change response, and apply, when the host vehicle is controlled in an autonomous driving mode, the at least one speed parameter based on the movement of a second vehicle traveling on the roadway.

Abstract: A driving assistance device that assists in driving a vehicle that travels toward a traffic light with an arrow signal includes a recognizing unit that recognizes lighting of the arrow signal and a travelable direction, based on a detection result of an external sensor for sensing an external environment of the vehicle, and an assisting unit that performs first assistance including at least one of speed-reduction assistance for reducing the vehicle speed and informing assistance for prompting speed reduction of the vehicle, when the recognized travelable direction of the arrow signal is different from an expected traveling direction of the vehicle. When lighting of the arrow signal is recognized by the recognizing unit, and the travelable direction of the arrow signal is not recognized by the recognizing unit, the assisting unit performs second assistance having a smaller degree of assistance than the first assistance, until the travelable direction is recognized.

Abstract: Presented are embedded control systems with logic for computation and data sharing, methods for making/using such systems, and vehicles with distributed sensors and embedded processing hardware for provisioning automated driving functionality. A method for operating embedded controllers connected with distributed sensors includes receiving a first data stream from a first sensor via a first embedded controller, and storing the first data stream with a first timestamp and data lifespan via a shared data buffer in a memory device. A second data stream is received from a second sensor via a second embedded controller. A timing impact of the second data stream is calculated based on the corresponding timestamp and data lifespan. Upon determining that the timing impact does not violate a timing constraint, the first data stream is purged from memory and the second data stream is stored with a second timestamp and data lifespan in the memory device.

Abstract: Methods and apparatus that reduce demands on behavior of autonomous vehicles operating in a convoy, such as lane following or leader swap.

Abstract: Techniques for operating an autonomous follower vehicle that is following a leader vehicle. A desired path to be traversed by the follower may be determined from a Leader Follower Relative Pose (LFRP) derived from sensor data. A pursuit pose is derived along the desired path from the present leader pose, such as either interpolating backward or forward. As a result, the pursuit distance no longer needs to be the same as the distance derived solely from the LFRP.

Abstract: A computing system can receive sensor log data from one or more first autonomous vehicles (AVs) operating along one or more routes. The system can analyze the sensor log data to identify a road anomaly along the one or more routes, and generate an updated localization map comprising a label that indicates the road anomaly. The system may then transmit the updated localization map to one or more second AVs to enable the one or more second AVs to respond to the road anomaly.

Abstract: A vehicle control device applicable to a vehicle including an engine includes an electric motor coupled to the engine, a hydraulic clutch, a solenoid control valve, a first travel control unit, a second travel control unit, and a fail-safe control unit. The hydraulic clutch is engaged when hydraulic oil is supplied and disengaged when the hydraulic oil is discharged. The solenoid control valve includes a solenoid. The solenoid control valve supplies the hydraulic oil to the hydraulic clutch when the solenoid is in a non-energized state, and discharges the hydraulic oil when the solenoid is in the energized state. The first travel control unit executes an engine traveling mode, and the second travel control unit executes an inertial traveling mode. The fail-safe control unit drives the electric motor when the solenoid is switched from the energized state to the non-energized state while the inertial traveling mode is executed.

Abstract: A method for producing an overtaking probability collection, having the following steps: recording a respective driving characteristic in a multiplicity of motor vehicles passing through at least one route section at a geographical position; assigning the respective motor vehicles to overtaking vehicles or to non-overtaking vehicles on the basis of the respective driving characteristic; determining a ratio between the overtaking vehicles and the non-overtaking vehicles; and entering the ratio into the overtaking probability collection as an overtaking probability for the route section at the geographical position.

Abstract: A method for ascertaining features in an environment of at least one mobile unit for implementation of a localization and/or mapping by a control unit. In the course of the method, sensor measurement data of the environment are received, the sensor measurement data received are transformed by an alignment algorithm into a cost function and a cost map is generated with the aid of the cost function, a convergence map is generated based on the alignment algorithm. At least one feature is extracted from the cost map and/or the convergence map and stored, the at least one feature being provided in order to optimize a localization and/or mapping. A control unit, a computer program, and a machine-readable storage medium are also described.

Abstract: A controller of a vehicle obtains lane identifier information indicative of identifiers that define a lane of a road along which the vehicle will travel, determines distances between the lane identifiers at a plurality of different points along the lane based on the lane identifier information to obtain lane width information, determines a depth or distance from the vehicle to each of the plurality of different points along the lane using the lane width information and a known or assumed lane width to obtain an uncorrected lane topology profile, transforms the uncorrected lane topology profile to an inertial frame of reference of the vehicle based on a monitored orientation of the vehicle by a set of sensors to obtain a corrected lane topology profile, and controls an autonomous driving feature of the vehicle based on the corrected lane topology profile to proactively compensate for an upcoming road topology variation.

Abstract: A tire (100) rolls on a surface (105). A method (600) for providing maximum traction coefficient between the tire (100) and the surface (105) include steps for detecting a momentary slip of the tire (100) on the surface (105); detecting a momentary traction coefficient; forming a tuple (410, 510) from the slip and the current traction coefficient; choosing a characteristic curve (205, 305) from a number of predetermined characteristic curves (205, 305) on the basis of the tuple (410, 510), whereby each characteristic curve (205, 305) describes a traction behavior of the tire (100) or a corresponding characteristic pitch; determining the maximum traction coefficient on the basis of the selected characteristic curves (205, 305); and thus providing the maximum traction coefficient.

Abstract: The present disclosure relates to a method for controlling at least one drive assistance system of a motor vehicle, a device for carrying out the steps of this method and a system including such a device. The disclosure also relates to a motor vehicle including such a device or such a system.

Abstract: A vehicle is configured to perform at least one action (e.g., control of acceleration or navigation of the vehicle) based on analysis of data that is collected regarding a user of the vehicle. In one embodiment, the data is collected from various sources (e.g., computing devices associated with the user) prior to usage of the vehicle by the user. For example, data may be collected from an intelligent appliance located in a building or other fixed structure in which the user lives, or in which the vehicle is stored or charged. The data collected from the fixed structure may relate to activities performed by the user while inside the fixed structure and/or relate to data associated with electronic communications of the user.

Abstract: A policy map is obtained that includes a first set of machine settings values for controlling a machine to perform an operation at a site, at different locations in the field. An adjustment component receives sensor signals indicating conditions that will be encountered by the machine in the future, as it moves through the site. A cost determination component determines whether an adjustment is to be made to the first set of settings values, based upon the sensor signals. A predictive vehicle model provides an expected vehicle response, based upon the adjusted settings values that are selected. Control signals are generated based upon adjusted setting values that are generated from the policy map, the expected vehicle response, and the future condition sensor signals. The control signal generator generates the control signals to control a set of controllable subsystems.

Abstract: The vehicle assistance system includes an infrastructure sensor installed in a predetermined place to detect an obstacle, an onboard apparatus connected to an onboard sensor which is mounted on the vehicle and which detects an obstacle, and a server installed in a place different from that of the infrastructure sensor. In the infrastructure sensor, the abnormality determination unit compares the first obstacle information related to the obstacle detected by the sensor unit and the second obstacle information related to the obstacle detected by the onboard sensor existing in a location different from that of the sensor unit, and determines whether or not the sensor unit or the onboard sensor is abnormal based on the result of this comparison.

Abstract: An electronic control device includes a control command generation unit that generates and outputs a control command for controlling a first control object; a communication unit that performs communication with another electronic control device that controls a second control object; a communication abnormality determination unit that determines whether communication with the another electronic control device by the communication unit is abnormal; and a reset determination unit that determines whether the another electronic control device is reset based on a change in a sensor signal related to a state of the second control object when the communication abnormality determination unit determines that the communication with the another electronic control device is abnormal.

Abstract: An infrastructure-based system for assessing the calibration of one or more vehicle sensors in situ, during other routine operations of the vehicle. The calibration assessment system may comprise configurable components useful to adapt the assessment operation to specifications of different makes and models of vehicles or different sensor arrangements. The calibration assessment system may comprise one or more autonomous functions to automatically perform the assessment operation with minimal user involvement.

Abstract: Aspects of the present disclosure relate switching between autonomous and manual driving modes. In order to do so, the vehicle's computer may conduct a series of environmental, system, and driver checks to identify certain conditions. The computer may correct some of these conditions and also provide a driver with a checklist of tasks for completion. Once the tasks have been completed and the conditions are changed, the computer may allow the driver to switch from the manual to the autonomous driving mode. The computer may also make a determination, under certain conditions, that it would be detrimental to the driver's safety or comfort to make a switch from the autonomous driving mode to the manual driving mode.

Abstract: Systems, methods and computer program products that facilitate driver assist interface in a vehicle. A system can include a memory and a processor that executes computer executable components. The computer executable components can include: a monitoring component that monitors driver operation of a vehicle, an analysis component that analyzes the driver operation of the vehicle, a recommendation component that generates real-time recommendations regarding improving at least one of driver turning, accelerating or braking of the vehicle, and an interactive display component that generates a real-time graphical user interface that visually represents the real-time recommendations relative to the driver's current operation of the vehicle.

Abstract: Systems, methods and computer program products that facilitate displaying next action of an autonomous vehicle. A system can include a memory and a processor that executes computer executable components. The computer executable components can include: an analysis component that determines or infers next action of an autonomous vehicle and a display component that generates a graphical user interface that visually conveys the next action, wherein the graphical user interface comprises a shape that dynamically morphs to visually represent the next action.

Abstract: A display device of a vehicle includes: a sensor device for detecting an object located around the vehicle; a control module that reads and tracks the detected object based on the detection result of the sensor device; and an information display for providing the reading and tracking result of the object of the control module as continuous visual information to a passenger of the vehicle.

Abstract: A number of illustrative variations may include a method or product for alerting or refocusing an inattentive driver.

Abstract: A path providing device configured to provide a path information to a vehicle includes: a telecommunication control unit configured to receive, from a server, map information including a plurality of layers of data, an interface unit configured to receive sensing information from one or more sensors disposed at the vehicle, and a processor. The process is configure to determine an optimal path for guiding the vehicle from an identified lane, generate autonomous driving visibility information based on the sensing information and the determined optimal path, and update the optimal path based on dynamic information related to a movable object located in the optimal path and the autonomous driving visibility information. The process includes a map cacher, a map matcher, a path generator, a horizon generator, an Advanced Driver Assistance Systems Interface Specification generator, and a transmitter.

Abstract: A method for controlling in an automated manner a motor vehicle (10) traveling on a road (12) in a current lane (14) is suggested, wherein the road (12) has at least one further lane (16). The method comprises the following steps: At least two preliminary driving maneuvers are generated and/or received, which include a lane change from the current lane (14) to the at least one further lane (16) and a starting time of the lane change. The starting times of the at least two preliminary driving maneuvers are at different times. The at least two driving maneuvers are compared taking into account the respective starting times. One of the starting times is selected based on the comparison. Further, a control device for a system for controlling a motor vehicle is also suggested.

Abstract: Techniques for monitoring vehicle traffic are disclosed. A vehicle monitoring system comprises one or more sensing devices disposed within a vicinity of one or more vehicles in a road environment and one or more sensors on-board the one or more sensing devices, wherein said one or more sensors operate to collect information of the one or more vehicles in the road environment. Furthermore, the vehicle monitoring system comprises a data manager, running on one or more microprocessors, wherein the data manager operates to receive the collected information of the one or more vehicles, and analyze the collected information of the one or more vehicles to monitor the one or more vehicles in the road environment.

Abstract: Provided is a method for performing communication with a first vehicle in a vehicle network, including: receiving, from a second vehicle, mobility information of the second vehicle, the mobility information including 1) a cooperation context message (CCM) or 2) an emergency context message (ECM); and controlling traveling based on the mobility information, in which the CCM may include motion information of the second vehicle, and the ECM may include information notifying an emergency situation related to the second vehicle.

Abstract: A method and a processor for controlling in-lane movement of a Self-Driving Vehicle (SDV) are provided. The method comprises: acquiring initial kinematic data associated with an obstacle; determining future kinematic data associated with the obstacle; acquiring initial kinematic data associated with the SDV; determining future kinematic data associated with the SDV which is indicative of at least two candidate future states of the SDV at a future moment in time; determining at least two candidate state-transition datasets for the SDV to transition from the initial state of the SDV to a respective one of the at least two candidate future states of the SDV using only in-lane movement; determining, by the electronic device, an energy efficiency score for a respective one of the at least two candidate state-transition datasets; determining a target state-transition dataset for the SDV based on respective energy efficiency scores.

Abstract: A vehicle control apparatus is mounted in a vehicle and controls the vehicle. The vehicle control apparatus detects an obstacle that is present inside a grade crossing that intersects a traveling course of the vehicle, using a detection result of a sensor that is mounted in the vehicle. The vehicle control apparatus identifies a position and size of the obstacle using a detection result of the vehicle control apparatus, and calculates a clearance in a direction that intersects the traveling course when the vehicle crosses the grade crossing, using the identified position and size of the obstacle. The vehicle control apparatus determines whether the vehicle is able to pass through the grade crossing based on the calculated clearance.

Abstract: A method for operating a vehicle, the method may include sensing, by at least one sensor of the vehicle, an environment of the vehicle, the environment comprises a dynamic object; estimating an estimated impact of the dynamic object on a future propagation of the vehicle; wherein the estimating is responsive to information that is stored in a dynamic database, wherein the information is about an estimated behavior of the dynamic object; and performing a driving related operation of the vehicle based on the estimated impact.

Abstract: Intelligent driving control methods and apparatuses, vehicles, electronic devices, and storage media are provided. The method includes: obtaining a confidence degree of a detection result for at least one vehicle driving environment according to data collected by a sensor arranged in a vehicle; determining a driving safety level corresponding to the vehicle according to mapping relationships between confidence degrees and driving safety levels; and performing an intelligent driving control on the vehicle according to the determined driving safety level.

Abstract: Disclosed herein is an apparatus for providing delivery service by using an autonomous vehicle according to an embodiment of the present disclosure. The apparatus for providing delivery service may include a receiver configured to receive order information, a controller configured to generate delivery schedule information based on the order information, and a transmitter configured to transmit the delivery schedule information under the control of the controller. The order information may include the weight of a delivery article, a delivery destination, and a security key. At least one among an autonomous vehicle, a user terminal, or a server, according to an embodiment of the present disclosure, may be associated or integrated with an artificial intelligence (AI) module, a drone (unmanned aerial vehicle (UAV)), a robot, an augmented reality (AR) device, a virtual reality (VR) device, a 5G service related device, and the like.

Abstract: A system for method for future forecasting using action priors that include receiving image data associated with a surrounding environment of an ego vehicle and dynamic data associated with dynamic operation of the ego vehicle. The system and method also include analyzing the image data and detecting actions associated with agents located within the surrounding environment of the ego vehicle and analyzing the dynamic data and processing an ego motion history of the ego vehicle. The system and method further include predicting future trajectories of the agents located within the surrounding environment of the ego vehicle and a future ego motion of the ego vehicle within the surrounding environment of the ego vehicle.

Abstract: A system for propelling a levitated train is provided. The system includes a pair of wheel assembly adapted to be received onto a rail head of a rail, wherein a rail head comprises of a first side, a second side, wherein each wheel assembly of the pair of wheel assembly is configured to be placed on the first side and the second side of the rail head. Further, each wheel assembly comprises of a wheel, a shaft and a motor. The wheel is configured to be placed horizontally to the railhead, wherein the wheel comprises of a first flange, a second flange and a wheel face. The wheel face is adapted to be in contact with the first side of the rail head and the motor comprises of a first end and a second end, wherein the first end is adapted to be connected to one side of the train and the second end is adapted to be connected vertically to the wheel via a shaft. Further, the wheel in each pair of wheel assembly is configured to rotate, by the motor, in the opposite direction, thereby propelling a levitated train.

Abstract: Modifying railcar embodiments convert the dead weight of empty railcars to productive use. Battery embodiments are charged by regenerative brakes, solar panels, and wind turbines. Freight car wheels, have a plurality of regenerative brakes. A plurality of airfoils, with solar panels, are installed on shipping containers, to counteract drag created by a plurality of wind turbines. Railcar embodiments are used in a mix and match fashion, as desired. Storage battery banks, are shipped and/or charged to replace existing hazardous transmission lines. Storage battery banks, are shipped and/or charged to avoid constructing new transmission lines for solar or wind farms. Factory installed EV batteries, EV batteries, and/or other rechargeable batteries, are shipped and/or charged. After battery embodiment charging is complete, power generated is diverted to train engines. Provisions are made for embodiments not connected to train engines. Embodiment operations are monitored with data displays.

Abstract: A rail vehicle is configured for extracting electrical energy from a power supply external to the vehicle and has at least one electrical energy storage unit. In a first operating mode, the rail vehicle travels by means of energy extracted from the power supply and without energy from the energy storage unit. In a second operating mode, the rail vehicle travels, at least in part, by means of energy from the energy storage unit and/or at reduced traction power in comparison to the first operating mode. The rail vehicle includes a controller set up for activating the first or the second operating mode, as a function of an upper consumption limit, which defines the permissible upper limit of the power that can be extracted from the power supply. The upper consumption limit is established in a variable manner so as to prevent power peaks in the power supply.

Abstract: A railcar with a plurality of transverse bunks along the railcar body for transporting metal coils. The railcar including a longitudinally extending frame with first and second opposed ends. The railcar also includes a pair of side walls extending the longitudinal length of the railcar and secured to the frame on opposed sides of the railcar, the side walls having an interior and an exterior surface. Each transverse bunk includes at least one bottom plate and first and second canted plates secured to the end edges of the bottom plate. The transverse bunks also utilize a transverse bunk reinforcing member with longitudinally opposed end edges, the reinforcing member welded to and spanning the entire longitudinal length of the lower surface of the first and second canted plates. The longitudinally opposed end edges of the bottom plates, first and second canted plates and bunk reinforcing members are welded to the interior surfaces of the laterally opposed sidewalls.

Abstract: A railroad switch device for moving railroad switch points. The device includes a hydraulic unit having a hydraulic manifold coupled to a hydraulic pump integrated with an electric motor via a pressure pipe, where the hydraulic manifold is also coupled to the hydraulic pump via a hydraulic oil reservoir and a return pipe, and the hydraulic manifold is coupled to a hydraulic double-rod cylinder to provide forward movement and reverse movement of a point rod. Also included is a mechanical target to automatically indicate the position of a point rod, and a plurality of spring units to produce a continuous thrust force for holding the railroad switch points closed in forward position and reverse position, wherein the plurality of spring units control the target rotation to 90 degrees.

Abstract: The invention relates to an apparatus for configuring systems, the apparatus being positioned as intended in a rail vehicle and comprising—a data-processing unit—information-transmitting connections between the data-processing unit and the systems—a selection unit for selecting a saved profile—an input unit for inputting operating parameters—a receiving unit for receiving additional or altered profiles.

Abstract: Described herein are techniques for determining motion characteristics (e.g., position, velocity, acceleration, etc.) of one or more trains traveling along a train track, such that train control systems may have the information needed to safely operate the trains at higher speeds and with shorter separation between trains. In accordance with various embodiments, systems and methods described herein may be configured to determine a position, velocity, and/or acceleration of a train traveling along a train track. In some embodiments, the motion characteristics may be determined one or more radio frequency antennas onboard the train, such as in communication with one or more anchor nodes positioned adjacent the train track. Alternatively or additionally, in some embodiments motion characteristics may be determined using one or more one or more inertial measurement units (IMUs) onboard the train.

Abstract: The invention relates to a method for determining a critical driving situation of at least one wheel of a rail vehicle, wherein a characteristic value of a fluctuation strength of a raw speed signal of at least one wheel is determined, and wherein, for the purpose of evaluating the driving situation, said characteristic value is compared with criteria which describe a critical driving situation. Upon detection of a critical driving situation, the method provides that an action is triggered in the rail vehicle, wherein the method is designed in such a way that it can be combined with or make use of a sensor system and processing devices as found in a modern rail vehicle.

Abstract: A method, a device and a system for safely and reliably performing real-time speed measurement and continuous positioning are provided. With the method, inertial navigation data from an inertial navigation signal source arranged in a train is detected, and correction data from a correction signal source is detected. In a case that no correction data is detected, a current speed and a current position of the train is determined based on the inertial navigation data, and in a case that the correction data is detected, the inertial navigation data is corrected with the correction data, and a current speed and position of the train are determined based on the corrected inertial navigation data. Therefore, even in the case that no correction data is detected, the real-time speed measurement and continuous positioning can be performed safely and reliably based on the inertial navigation data.

Abstract: Described herein are techniques for determining motion characteristics (e.g., position, velocity, acceleration, etc.) of one or more trains traveling along a train track, such that train control systems may have the information needed to safely operate the trains at higher speeds and with shorter separation between trains. In accordance with various embodiments, systems and methods described herein may be configured to determine a position, velocity, and/or acceleration of a train traveling along a train track. In some embodiments, the motion characteristics may be determined one or more radio frequency antennas onboard the train, such as in communication with one or more anchor nodes positioned adjacent the train track. Alternatively or additionally, in some embodiments motion characteristics may be determined using one or more one or more inertial measurement units (IMUs) onboard the train.

Abstract: A method and a system for transmitting enforceable instructions in a vehicle control (VC) system includes receiving, by a cyclic redundancy check (CRC) calculator, at least one enforceable instruction from vehicle systems. The CRC calculator calculates at least one enforceable instruction CRC based at least partly on the at least one enforceable instruction and transmits the at least one enforceable instruction CRC to a back office server of the VC system and/or an on-board system of a vehicle. Methods for cyclic redundancy check (CRC) hazard mitigation in a vehicle control (VC) system and verifying enforceable instruction data on-board a vehicle are also disclosed.

Abstract: A headway control device includes: a delay time receiving unit that receives identification information and a delay time of each train within a control range; a target traveling time calculating unit that identifies a train to be controlled on the basis of the delay time, determines an order in which trains travel in a traveling direction by using the identification information, identifies a preceding train and a following train on the basis of the order, and calculates a target traveling time of the train to be controlled in a travel section in which the train to be controlled travels next by using a normal traveling time, the delay time of the train to be controlled, the delay time of the preceding train, and the delay time of the following train; and a target traveling time transmitting unit that transmits the target traveling time to the train to be controlled.

Abstract: A tote has a hollow main body, a plurality of wheels, and an axle. The hollow main body has a plurality of side walls and a base wall. The base wall defines an open top and a cavity. The open top is circumscribed by a rim. The open top is configured to be covered by a lid. The base wall is bounded by the plurality of side walls. The base wall also includes a pair of outer wheel wells and a central wheel well. The central wheel well is disposed between the outer wheel wells and separated from the outer wheel wells by axle supports. Each of the plurality of wheels is disposed in one of the outer wheel wells and the central wheel well. The axle is connected to each of the wheels. The axle is rotatably supported by the axle supports of the hollow main body.

Abstract: A bag having front and back walls, including an outlet opening covered by a hinged door. A pocket behind the opening for receipt of a tissue dispenser to positioned a tissue outlet in the opening.

Abstract: A foldable stroller comprises a folding mechanism to assist in folding of the stroller. Such a folding mechanism may be used to convert a stroller from an in-use configuration to a storage configuration. More specifically, the stroller comprises a stroller folding assembly that biases the stroller from the in-use configuration to the storage configuration by the force of gravity exerted on the handle. The stroller folding assembly has linkages that drive folding of the front wheel assembly and rear wheel assembly in response to rotation of the handle into the storage configuration from the in-use configuration.

Abstract: An all-terrain accessorized stroller apparatus for all season and weather capable stroller includes a set of wheels and a pair of handles coupled to a stroller frame. A console that has a pair of handle clamps and a console body is coupled to the pair of handles. A pair of skis is selectively engageable with the set of wheels. A ski rack and a pair of seat supports are coupled to the stroller frame. A child seat that can be in a forward or alternative backward position is selectively engaged with the pair of seat supports. A canopy and a tray are coupled to the child seat.

Abstract: A gear wheel for an adjustment drive mechanism which has a ring gear which is attached coaxially circumferentially to the outside of a core element which has an axial passage opening, in which a threaded element is fitted, the latter having an axially continuous internal thread having at least one thread tooth running around helically. The threaded element is formed from a plastic as an injection molded plastic part, which is molded onto the core element on an inner wall of the passage opening.

Abstract: A clamping arrangement for an adjustable assembly includes a lever operatively coupled to the clamping arrangement for moving the assembly between a locked position and an unlocked position, an aperture extending from an inner face of the lever to an outer face of the lever. The clamping arrangement also includes an outer cam having an outer radial surface at least partially disposed within the aperture of the locking lever. The clamping arrangement further includes an inner cam engaged with the outer cam and adjustable assembly. The clamping arrangement yet further includes a rake bolt extending through the lever, the outer cam, the inner cam, and the adjustable assembly.