Abstract: A vehicular air conditioner includes a refrigeration cycle system, a high-temperature heat medium circuit, and a low-temperature heat medium circuit. The high-temperature heat medium circuit includes an air-heat medium heat exchanger, a heater core, a branching portion, a common passage, a flow rate adjuster, and an auxiliary heat source. The air-heat medium heat exchanger exchanges heat between the heat medium and an outside air. The heater core is arranged parallel to the air-heat medium heat exchanger and causes the heat medium to transfer heat to a ventilation air. The branching portion divides a flow of the heat medium into a flow toward the air-heat medium heat exchanger and a flow toward the heater core. The auxiliary heat source is arranged in the common passage at a position upstream of the branching portion.

Abstract: The invention relates to an end line assembly (10) for a heating device (30) of a vehicle (42) fit for habitation, in particular a caravan, motorhome or ship, comprising: at least one exhaust-gas pipe portion (16-1, 16-2) for leading away exhaust gases of an associated burner of the heating device (30); at least one combustion air pipe portion (18) for feeding combustion air to an associated burner of the heating device (30), the exhaust-gas pipe portion (16-1, 16-2) and the combustion air pipe portion (18) being parallel to one another and immovable in a sleeve portion (20), the outside (22) of which delimits the line assembly (10) with respect to the surroundings.

Abstract: A control module for a refrigeration system includes a startup mode control module that receives an off time of a compressor and an ambient temperature, determines whether the off time and the ambient temperature indicate that the compressor is in a flooded condition, and selects, based on the determination, between a normal startup mode and a flooded startup mode. A compressor control module transitions from the flooded startup mode to the normal startup mode after a predetermined period associated with operating in the flooded startup mode and operates the compressor at a first speed in the normal startup mode and operates the compressor at a second speed less than the first speed in the flooded startup mode.

Abstract: A temperature adjusting device includes a heat radiation portion and a refrigeration cycle device. The heat radiation portion radiates heat of a target object to outside air. The refrigeration cycle device has a condenser and an evaporator. The condenser condenses a high-pressure refrigerant discharged from a compressor that compresses and discharges a refrigerant. The evaporator evaporates a low-pressure refrigerant pressure-reduced in a pressure reducing portion that reduces a pressure of the high-pressure refrigerant. The condenser radiates heat of the high-pressure refrigerant to at least part of the outside air that has passed through the heat radiation portion. The heat radiation portion radiates the heat of the target object to the outside air before heat of the outside air is absorbed in the condenser.

Abstract: Air vent for a vehicle, including a housing with an inlet opening and an outlet opening, and an air duct for air flowing from the inlet opening to the outlet opening in a main flow direction. A slat assembly is arranged in the air duct and has a plurality of air-guiding slats that are pivotable together with respect to the main flow direction, and designed to divert the air flow from the main flow direction in an open position of the slat assembly and to interrupt the air flow in a closed position of the slat assembly. The air-guiding slats, in the closed position, are braced relative to one another and each of them takes up its end position, and at least some of the air-guiding slats reach their respective end position in succession during an adjustment of the slat assembly from the open position to the closed position.

Abstract: A vehicle air vent includes a volume control door pivotally mounted in a housing, a primary vane pivotally mounted in the housing to direct an air flow from an outlet of the vehicle air vent in an up/down direction, and a roller knob mounted on the primary vane and connected to the volume control door such that a rotation of the roller knob causes a rotation of the volume control door.

Abstract: A ventilation system for a vehicle interior has an air guide for guiding air into the vehicle interior, an ionization device for ionizing the air in the air guide, an air outlet for transferring the air from the air guide into the vehicle interior, and a deflecting device in the air outlet, designed to produce an electric and/or magnetic field, for deflecting the ionized air.

Abstract: A removable panel assembly for a vehicle window, the panel assembly includes a removable panel sized and shaped to overlie at least a portion of an outward-facing surface of a vehicle window. A first retainer is configured to secure the panel in abutting relation to the window, the first retainer including a first engagement element configured to engage a first edge of the window and a second engagement element configured to engage an inward-facing surface of the window. A second retainer is configured to secure the panel in abutting relation to the window, the second retainer including a third engagement element configured to engage a second edge of the window and a fourth engagement element configured to engage the inward-facing surface of the window.

Abstract: A vehicle drive device includes a rotary electric machine, an inverter, and a case. The case includes a main body portion and a cover portion. The main body portion houses the rotary electric machine and at least a part of the inverter. The cover portion is joined to the main body portion so as to cover an opening portion of the main body portion. The inverter includes a cooler, a first unit that is fixed to the cooler so as to be along a first reference plane, and a second unit that is fixed to the cooler so as to be along a second reference plane. The cooler is fixed to the main body portion.

Abstract: An engine mount is provided to change properties based on magnitudes of amplitudes input to the engine mount. The engine mount includes a membrane having a central portion and an outer circumferential portion. Upper and lower orifice brackets are mounted between an insulator and a diaphragm to divide an interior of a main casing into an upper liquid chamber and a lower liquid chamber. The upper and lower orifice brackets define a flow path that enables a fluid to flow between the upper and lower liquid chambers and define a receiving space in which the membrane is movable in a vertical direction. An air chamber is connected to a lower side of the lower orifice bracket and allows a lower portion of the membrane to be exposed to air.

Abstract: The present disclosure provides a machine and mechanism of an electrically controlled low-unsprung-mass wheel unit for vehicles. The design incorporates independent propulsion/braking, axle control, steering, and suspension (IPASS) of each wheel during vehicle movement. The purpose of the design is for a traction-adaptively-optimization (TAO) control which include but not limited as the following: 1) better road surface gripping and ride quality by lower unsprung mass; 2) safer, quicker, and sharper turning ability—transformative turning; 3) adaptive obstacle avoidance; 4) a list of new, unique, and advanced vehicle motion features. The mechanism comprises at least: an axle adjustment that controls the distance of a 1165 wheel from the vehicle body, which allows for the outward extension of the wheel via a slider. The slider is connected to a linear actuator, which is powered by the first independent electric motor for track width adjustment.

Abstract: The input gear 30, the output gear 35, the input-side intermediate gear 31, and the output-side intermediate gear 32 are helical gears. The output gear 35 and the output-side intermediate gear 32 have a larger module than the input gear 30 and the input-side intermediate gear 31. The input gear 30 and the input-side intermediate gear 31 have a larger twisting angle than the output gear 35 and the output-side intermediate gear 32. The output gear 35 and the output-side intermediate gear 32 have a larger effective tooth length than the input gear 30 and the input-side intermediate gear 31.

Abstract: A wheel drive module comprises wheel (R), speed modulation gearbox (G), first electric motor (M1), and second electric motor (M2). First and second electric motors (M1, M2) jointly drive wheel (R) about wheel axis (A) by the speed modulation gearbox (G) and steer said wheel about steering axis (L). Wheel drive module comprises first motor electronics (10) for controlling first electric motor (M1) and second motor electronics (20) for controlling second electric motor (M2) and central electronics (30) connected to first and second motor electronics (10, 20), allowing a signal transfer. Wheel drive module comprises control logic for controlling first and second electric motors (M1, M2), which logic is provided by first and second motor electronics (10, 20), central electronics (30), application electronics (40) connected to the central electronics (30), allowing a signal transfer, or jointly by the central electronics (30) and the first and second motor electronics (10, 20).

Abstract: Provided is an automatic transmission which can suppress increase in size. The automatic transmission includes: a transmission mechanism (40) which is disposed in a transmission mechanism storage chamber (4) and has a plurality of transmission elements; a clutch (30) which is disposed in a clutch storage chamber (3), and connects and disconnects power delivery from a driving source to the transmission mechanism (40); and a first control unit (60) which stores first hydraulic control valves (62, 63) that control the transmission mechanism (40), wherein the first control unit (60) is disposed in the clutch storage chamber (3).

Abstract: A propulsion system for an electric vehicle including a first electric propulsion motor comprising a stator and a rotor having a first output shaft able to rotate about a first axis, a second electric propulsion motor comprising a stator and a rotor having a second output shaft able to rotate about a second axis, a first reducer able to receive the torque supplied by the first electric motor, via a first selective or non-selective coupling system, this first reducer having a first reduction ratio, a second reducer able to receive the torque supplied by the second electric motor, via a second selective or non-selective coupling system, this second reducer having a second reduction ratio, a third coupling system, which may or may not be selective, for coupling the first output shaft and the second output shaft, and the first axis and the second axis not being coincident.

Abstract: An all-terrain vehicle and a gear shifting device for an all-terrain vehicle are disclosed. The all-terrain vehicle includes: a motor; a controller electrically coupled to the motor; and an electronic shifter electrically coupled to the controller. Thus, by adopting the electronic shifter, the unstable and unsmooth problem associated with purely mechanical shifting devices can be addressed, and the problems of small operation space and operation inconvenience for the drivers can be solved.

Abstract: A pointer for a gauge or an instrument cluster assembly is provided. The pointer is formed of a light conducting material. In one form, indicia are disposed about the axis of rotation and/or on a surface, the plurality of indicia configured to be selectively illuminated by the pointer. A second end of the pointer may be configured to be selectively rotated adjacent to each indicium of the plurality of indicia and to illuminate the indicia when the light guide pointer is disposed adjacent to the indicia. The second end may be wider than a first end of the pointer. In some variations, the pointer may have a fan shape, and the indicia may be configured as tick marks defining a bar graph. In some forms, opaque material may be disposed on the pointer, the opaque material defining a plurality of indicia on the pointer.

Abstract: A display surface of a self-luminous screen element is divided into first and second display regions by a bend region. A selective shielding unit transmits light from the screen element along a preferred direction and blocks light along a blocking direction and/or deflects light from the blocking direction. When installed in a motor vehicle, the display device faces a surface region at a distance from the screen element on which a reflection of the display content displayed on the second display region is visible from a predetermined viewing point. In this case, the preferred direction of the selective shielding unit in the second display region is oriented toward the surface region and the blocking direction in the second display region is oriented toward the predetermined viewing point.

Abstract: A current collector for a non-rail-bound, electric traction vehicle has an articulated support linkage, which, on the contact wire side, supports rocker assemblies with contact strips and, on the vehicle side, has a base joint for articulation to the traction vehicle. A pneumatic reciprocating drive is coupled to the support linkage for raising the rocker assemblies from a lower parking position into an upper contact position when the reciprocating drive is pressurized and for lowering into the parking position under its own weight when depressurization occurs. An exhaust air line connects the reciprocating drive to the environment to lower the rocker assemblies. An air accumulator and a downstream throttle valve are connected between the reciprocating drive and an environment opening of the exhaust air line. The rocker assemblies can be quickly lowered and nevertheless brought into the parking position without damage in order to disengage the current collector.

Abstract: Described herein are a trolley and a road contact power supply device in cooperative use with the trolley. The trolley has a current collector. The current collector is composed of a contact slide plate, a first bent connecting rod and a second bent connecting rod, where a flat thin strong magnet is arranged on the contact slide plate. The road contact power supply device in cooperative use with the vehicle has a cable, a contact, a compression spring, an elastic sealing sleeve, a seal tube, a seal housing, a movable contact and a fixed contact, where an upper end of the movable contact is connected to a lantern ring made of a ferromagnetic material, and an upper end of the lantern ring is close to an upper surface of the contact.

Abstract: A regenerative torque control unit is configured to reduce a regenerative torque and increase a rising gradient of the regenerative torque at a start of regeneration when a road surface friction coefficient acquired by a road surface friction coefficient acquisition unit is low as compared to when the road surface friction coefficient is high. Thus, it is possible to suppress occurrence of a slip on a low ? road, and it is less likely to provide a feeling of strangeness from a change between a low ? road and a high ? road.

Abstract: An assembly secures a connector of an external power supply in a rail vehicle. The connector is enclosed by a housing and by a rotatably mounted flap. The flap and the housing each have a slot configured to receive a catch. The flap can have two positions: a first position, in which the flap covers the connector and thus prevents access to the connector, and a second position, in which access to the connector is possible. The flap supports a lock cylinder, which can be switched by a key into two states: in a first state, the key can be pulled out of the lock cylinder, and in a second state, the key is secured in the lock cylinder against removal. A catch is rotated into both slots or out of both slots by the lock cylinder.

Abstract: Magnetic levitation railway system for integration in a wheel railway track, comprising a magnetic levitation railway track including a linear motor and magnetic levitation rails arranged on outer sides of the wheel railway track, said magnetic levitation rail comprising a conductive guide rail having at least a horizontal portion configured for a magnetic levitation railway vehicle having a levitation device with magnets. The guide rail is configured for passive levitation of the magnetic levitation railway vehicle due to the electromotive force generated by the moving magnets of the magnetic levitation railway vehicle.

Abstract: A vehicle mounted AC generator system having an AC generator mounted driven by the vehicle's power-take off having a secure control system. The secure control system integrates with the AC generator, the power-take off and the vehicle to enable the generator to be operated by the vehicle's engine while the cab or passenger compartment of the vehicle remains secured, thereby preventing the potential for theft or accidental input which may create a dangerous condition. The secure control system also provides monitoring of the generator's operation and emergency stop capability to shut down both the generator and the vehicle's engine in the event required.

Abstract: A vehicle control system is provided with a motor generator and has a function of, if a vehicle-stop brake fluid pressure at a vehicle stop timing is less a predetermined pressure necessary for holding a vehicle in a stopped state, boosting the vehicle-stop brake fluid pressure to the stop holding fluid pressure or greater to hold the vehicle in the stopped state. The system includes a first calculator, a second calculator, and a vehicle stop controller. The first calculator calculates a target driving force for the vehicle. The second calculator calculates, from the target driving force, a requested driving force for drive control of the motor generator and a requested brake fluid pressure to be used for brake control. The vehicle stop controller performs, at a timing immediately before the vehicle stop timing, a pre-boosting process of increasing the brake fluid pressure to the stop holding fluid pressure or greater.

Abstract: A battery may include a housing having two longitudinal walls aligned transversely to a width direction and at least two transverse walls aligned transversely to a longitudinal direction, the housing being delimited towards the outside by the longitudinal and transvers walls. The battery may also include at least one battery stack of multiple individual cells stacked against one another in a stack direction, the battery stack being received in the housing between the longitudinal walls and the transverse walls following one another in the longitudinal direction. The battery may further include at least one cooler through which a cooling liquid is flowable and which on an outside heat-transferringly lies against a cooled one of the longitudinal walls. Each battery stack may be heat-insulated from the cooled longitudinal wall and may heat-transferringly lie against the transverse walls adjacent to the respective battery stack.

Abstract: An electrical energy system includes a fuel cell, a high-voltage battery, a direct-current converter with electrical isolation arranged between the fuel cell and the high-voltage battery, and a mains charging device connected between the fuel cell and the direct-current converter, wherein the mains charging device contains a rectifier but no DC-to-DC converter with electrical isolation. A method for operating such an electrical energy system for a motor vehicle includes charging the high-voltage battery by using the rectifier to rectify a mains voltage and passing the rectified mains voltage on to the high-voltage battery via the direct-current converter arranged between the fuel cell and the high-voltage battery.

Abstract: Example embodiments of systems, devices, and methods are provided for charging and discharging energy systems having multiple modules arranged in cascaded fashion for generating and storing power. Each module can include an energy source and switch circuitry that selectively couples the energy source to other modules in the system for generating power or for receiving and storing power from a charge source. The energy systems can be arranged in single phase or multiphase topologies with multiple serial or interconnected arrays. The embodiments are capable of being charged with multiphase AC charge signals, a single phase AC charge signal, and/or a DC charge signal. Embodiments implementing the modular energy system within a charge source for performing multiphase, single phase AC, or DC charging of electric vehicles are also disclosed. Also disclosed are multi-motor embodiments and embodiments with the capability to power active suspensions and active steering systems.

Abstract: A power receiving coil unit is installed on a moving object. The power receiving coil unit includes a power receiving coil, a housing that is made from a resin and that includes an accommodator that accommodates the power receiving coil, and a reinforcing member that is made from metal, is provided outward from the accommodator of the housing, and reinforces the housing.

Abstract: A powertrain for electric and plug-in hybrid vehicle applications with integrated three-phase AC charging featuring buck-boost operation and optional vehicle-to-grid (V2G) capability, along with corresponding methods and machine instruction sets for switch control. The powertrain can include of a three-phase current source converter (CSC) front-end with an associated input filter, a polarity inversion module, and in an embodiment, a dual-inverter motor drive. The dual-inverter drive is the source of both the back emf and requisite DC inductance for the CSC. A compact design is thus provided as no additional magnetics are required and the on-board cooling system required for traction mode can be re-deployed for charging and V2G mode. The powertrain is mode shifted between charging and V2G mode through an optional polarity inversion module.

Abstract: The invention relates to a charging device for charging a battery of a motor vehicle having an electric drive motor. The charging device has an inductor and a drive converter, which converts a direct voltage of the battery for the electric drive motor during drive operation of the motor vehicle and which has a DC link center point. The inductor, together with the drive converter, is used as a step-up converter for charging operation of the battery. The aim of the invention is to provide a compact and economical charging device This aim is achieved in that the charging device has a controllable switching device, which is designed to charge and/or discharge the DC link center point to a voltage.

Abstract: A mobile charging station for charging an electric construction vehicle during a transportation thereof includes a transportation vehicle. The transportation vehicle includes a first electric power source. The electric construction vehicle is adapted to be positioned on the transportation vehicle for transportation thereof. The mobile charging station includes a power management device adapted to be positioned on the transportation vehicle. The power management device is adapted to be coupled with each of the first electric power source and a battery system associated with the electric construction vehicle. The power management device is adapted to receive a first amount of electric power from the first electric power source and regulate the first amount of electric power received from the first electric power source. The power management device is further adapted to supply a second amount of electric power to the battery system.

Abstract: A vehicle charging system for allowing an electric vehicle to automatically recognize the presence of, and communicate to properly equipped public or private wireless electric vehicle charging station(s) in order to automatically effectuate a partial or complete charging sequence at available opportunities in order to attain a fully charged power pack at all or most times. The vehicle charging system being configured to optimize the charging session with virtually any type of electric vehicle capable of wireless charging.

Abstract: A system (1) is described, for electrically re-charging a vehicle (20) through a plurality of energy devices connected to an inverter (10) of the system (1) and through a public electric mains (5) connected to the system (1) through a lighting means (2); every energy device comprises: a first photovoltaic generator, equipped with a plurality of photovoltaic modules (6) electrically supplied by at least one accumulating means (4); a second photovoltaic generator, equipped with a photovoltaic layer (22); a piezoelectric device designed to transform mechanical energy generated by a passage of the vehicle (20) into electric energy; and a thermo-electric generator (8) arranged on the accumulating means (4). A method for re-charging a vehicle (20) is also described.

Abstract: The vehicle dispatching system accepts a dispatch request from a user, selects an autonomous vehicle matching with the dispatch request from among a plurality of autonomous vehicles, and dispatches a selected autonomous vehicle to the user. The plurality of autonomous vehicles include a plurality of battery-mounted vehicles having an in-vehicle battery capable of being charged externally as an energy source. Each of the plurality of battery-mounted vehicles performs charging at a charging station when a charging level of the in-vehicle battery decreases. The vehicle dispatching system comprises a management server including a processor for executing programs stored in memory, the management server programmed to act as a charging planning unit that changes an upper limit charging level of the in-vehicle battery when charging at the charging station according to a time slot.

Abstract: A driver assistance system for the automatic maneuvering of a motor vehicle is designed to determine a driving trajectory in a recording process based on a route which is manually driven by the driver with the motor vehicle, at the end of which the vehicle is in an actual target position with an actual target orientation, and on the basis of the previously determined driving trajectory, to maneuver the motor vehicle with at least automatic lateral guidance. The driver assistance system is characterized in that it is designed to detect, during the recording process, the existence of a desired target position and/or a desired target orientation of the motor vehicle. Alternatively, the driver assistance system receives information about a desired target position and/or a desired target orientation of the motor vehicle, via a user interface, for the correction of the actual target position or actual orientation.

Abstract: A charging system for a vehicle and a battery charging stop method thereof may provide a charging system for a vehicle and a battery charging stop method thereof, which may stop the charging of a battery upon failure of a current sensor applied to a three-phase coils of a motor configured for driving a vehicle, preventing the occurrence of the torque caused by operation of the motor.

Abstract: In certain embodiments, a charging system comprises distribution circuitry, power connectors, and a computer. The distribution circuitry provides power from a power supply. Each power connector couples the distribution circuitry to an electric vehicle of a set of electric vehicles and transmits current to the electric vehicle. The computer: receives a charging request from each electric vehicle; determines an allocation of power according to the charging requests; and instructs the distribution circuitry to send current to the electric vehicles according to the allocation of power. The computer adjusts the allocation of power to the electric vehicles by: detecting a change in the actual amount of current drawn by a particular electric vehicle; adjusting the allocation of power to the electric vehicles according to the change; and instructing the distribution circuitry to send the current to the electric vehicles, including the particular electric vehicle, according to the adjusted allocation of power.

Abstract: A method is provided for processing a predetermined computing task by a distributed, vehicle-based computing system. By a server device, the computing task is divided into several data packets with respective computing data for a respective part of the computing task. The method includes that at least one motor vehicle is determined, which currently is in a predetermined ready state, and, in case it is in the predetermined ready state, the server device transmits to the motor vehicle at least one of the data packets and the motor vehicle processes the respective computing data of the at least one transmitted data packet. The vehicle generates a respective computing result related to the data packet and transmits this computing result to the server device.

Abstract: There is provided a method and apparatus for requesting a battery to be unlocked from an e-vehicle using an application for authorising a user to unlock the battery. A request is received at a cloud-based server, to unlock the battery from the micro mobility vehicle. Authorisation data is provided, by the cloud-based server, if the user making the request is permitted to unlock the battery at the e-vehicle. Further, methods and apparatus for controlling a self-serviced battery swap station by a cloud-based server are described. Battery data may be obtained from a cloud-connected battery swap station, the obtained battery data may be used to generate battery charging control data. The battery charging control data may be sent to the battery swap station.

Abstract: The present disclosure relates to a method performed by battery charger configured to charge a vehicle battery, the method comprising initiating, at a first point in time (t_Bulk_Start), charging of the battery in a bulk charging mode, determining, at a second point in time (t_Bulk_End) subsequent to the first point in time (t_Bulk_Start), that the charging of the battery in the bulk charging mode is completed, estimating, at the second point in time (t_Bulk_End), a state of charge of the battery at the first point in time (t_Bulk_Start) when the charging of the battery in a bulk charging mode was initiated, initiating charging of the battery in a subsequent charging mode using the estimated state of charge (SoC_Bulk_Start), wherein the subsequent charging mode is selected from an absorption charging mode and a float charging mode.

Abstract: The present disclosure provides a method for determining the range of an electric vehicle or a hybrid electric vehicle. The method determines the range by estimating a SOC of the vehicle battery and/or a fuel gain by segregating estimation events and weight averaging data samples based on distance traveled during a sample period. The present disclosure also provides a method for determining battery failure for vehicles.

Abstract: The invention relates to a method (100) for estimating an operating parameter of a battery cell of a battery unit in an electrical propulsion system of a vehicle, the operating parameter being indicative of one of capacity and impedance of the battery cell, the method comprising: selecting (110) at least one battery cell in the battery unit for determining the operating parameter of the battery cell; providing (120) a set of state-of-charge (SOC) estimators, each SOC estimator having a selected operating parameter value for a given time period; and using (130) the set of SOC estimators to determine a value of the operating parameter of the battery cell by performing voltage error minimization.

Abstract: Example embodiments of systems, devices, and methods are provided herein for cooling a modular energy system. The embodiments can utilize an enclosure surrounding the modular energy system to route the coolant in a manner that passes in proximity with components of modules of the modular energy system. The embodiments can provide for a sequence of pumping coolant such that the coolant cools components of the electric vehicle having the lowest desired operating temperature first, followed by the components having relatively higher desired operating temperatures. Example embodiments of systems, devices, and methods are also provided herein for a modular energy system with removable and replaceable energy sources. The system can be positioned within an electric vehicle in a manner that permits rapid removal of energy sources having a relatively low state of charge and replacement of those energy sources with different energy sources having a relatively higher state of charge.

Abstract: A transportation seat support apparatus includes a frame configured to support a transportation seat. The frame includes an attachment portion configured to attach to a wall of a transportation vehicle, and at least one beam extending from the attachment portion at a first end and terminating at a second end. The transportation seat support apparatus further includes a pedestal configured to support the frame. The pedestal includes at least one leg portion configured to attach to a floor of the transportation vehicle, and at least one aperture configured to telescopically receive the second end of the at least one beam. The at least one beam is slidably movable within the at least one aperture.

Abstract: A multidirectional control apparatus for a vehicular seat is provided to perform anteroposterior tilting, lateral tilting, control of height and tilting in other directions in consideration of the body size of a passenger and the traveling environment. The multidirectional control apparatus improves passenger comfort by tilting the seat in a lateral direction when entering or exiting a vehicle, prevents the passenger from leaning to one side by tilting the seat in a lateral direction during turning of the vehicle, and offers a safety function of protecting the passenger by inclining the seat in the direction of a collision in the event of a collision of the vehicle.

Abstract: A safety device for a lock mechanism may have a housing that encapsulates the lock mechanism. The housing may have at least one opening, through which at least one adjustment element coupled to the lock mechanism is guidable. The at least one opening may have a sealing element. A seat track for a seat is also disclosed. The seat track may have a first track assembly with at least one track member, a second track assembly with at least one further track member, and a lock mechanism configured to lock an adjustment of the seat.

Abstract: Disclosed is a seat elevating device including a support unit, a driving unit, and an elevating unit. The support unit is structured such that a first end is coupled to a body of a vehicle and a second end extends upward from the first end and is connected to a first end and a second end of a bar. The driving unit is coupled to an inner side surface of the support unit and equipped with a drive shaft on a side surface thereof. The elevating unit is connected to the drive shaft via a gear unit and is provided with a groove to receive the bar so that the bar slides along the groove. The elevating unit is slidable because it is engaged with the gear unit connected to the drive shaft via a rack gear that extends in parallel with a sliding movement direction of the elevating unit.

Abstract: An infant car seat includes a seat base and a stability leg. The stability leg includes an upper leg tube, a middle leg tube, a lower leg tube, a rotary member, a first latch and a second latch. The middle leg tube includes at least one hole. The lower leg tube includes at least one opening. The rotary member is assembled with the seat base and affixed to the upper leg tube. The first latch is disposed on a bottom of the upper leg tube and adapted to detachably engage with the at least one hole for constraining a movement between the upper leg tube and the middle leg tube. The second latch is disposed on a bottom of the middle leg tube, and adapted to detachably engage with the at least one opening for constraining a movement between the middle leg tube and the lower leg tube.

Abstract: A method of assembling a vehicle seat is provided, comprising: providing a seat back frame; forwardly movably connecting a headrest for supporting a head of a seat occupant to the seat back frame; mounting a rear-end collision detector to the seat back frame at a position behind the seat occupant, operatively connecting the rear-end collision detector to the headrest; disposing a link member at a position lateral to the rear-end collision detector; forming a front extending portion that inwardly extends in a right-to-left direction at a front end of a lateral face of the side frame; and forming a rear extending portion that inwardly extends in the right-to-left direction; wherein a protruding portion is formed from a portion of the lateral face of the side frame that faces at least the part of the bracket, the link support shaft being disposed at a same height as the protruding portion.