Abstract: An adjusting drive for a motor-adjustable steering column for a motor vehicle, includes a motorized drive unit and an external threaded spindle which has an external thread and a coaxial internal thread into which an internal threaded spindle engages. The external threaded spindle and the internal threaded spindle can be driven in rotation relative to one another about an axis by the drive unit. In order to provide an adjusting drive which requires a reduced drive torque and delivers an optimized free adjustment path, the external threaded spindle engages with its external thread in a drive nut, wherein the drive nut or the internal threaded spindle is able to be driven in rotation by the drive unit and is supported relative to the drive unit in the direction of the axis.

Abstract: Systems and methods are provided for limit cycle detection and cessation. A control system generates a drive signal with at least one drive component. An actuator effects a response to the drive signal and a sensor measures the response. Characteristics of the drive signal and of the drive components are accessed by a controller. The characteristics are compared to a predetermined set of characteristics. When the characteristics fall within the predetermined set of characteristics, a magnitude of at least one of the characteristics is evaluated. When the magnitude exceeds a predetermined value indicative of the limit cycle, an action is undertaken to stop the limit cycle.

Abstract: A vehicle terminal and a method for controlling steering thereby are provided. The vehicle terminal includes a steering controller that adjusts a wheel steering, and a processor that determines a steered wheel angle when a vehicle is stopped at a direction switching point, based on road information based on a current position of the vehicle. The processor instructs the steering controller to adjust the wheel steering in advance based on the determined steered wheel angle.

Abstract: Technical solutions are described for generating a damping torque in a magnetic torque overlay (MTO) steering system. An example method includes generating a damping torque based on a vehicle speed value, a handwheel velocity value, and a differential pressure value. The method further includes detecting an off-road condition, and in response, computing an off-road damping torque signal based on one or more of the vehicle speed value, the handwheel velocity value, the differential pressure value, and a handwheel angle value. The method also includes scaling the damping torque by the off-road damping torque signal in response to detecting the off-road condition.

Abstract: A computer includes a processor and a memory, the memory storing instructions executable by the processor to detect an actual steering column torque and an actual steering wheel angle, predict a steering wheel torque with a state-estimation algorithm that outputs a plurality of vehicle states including the predicted steering wheel torque, adjust the plurality of vehicle states based on an algorithm noise that is based on a steering wheel angular speed to generate estimated vehicle states, output the estimated vehicle states including an estimated user-applied steering wheel torque, and transition from an autonomous mode to a manual mode when the estimated steering wheel torque exceeds a threshold. The state-estimation algorithm accepts input including the actual steering column torque and the actual steering wheel angle and outputs the plurality of vehicle states.

Abstract: A couplable automotive road vehicle includes two front wheels, a chassis having a front part and a rear part, an articulated connection device, and front and rear couplings. A wheel cylinder is defined as the cylindrical geometric shape surrounding the two front wheels when the wheels are not turned. The front part of the chassis includes a chassis beam disposed behind the front wheels, outside the wheel cylinder. The front coupling includes a yaw rigid coupling module mounted on the chassis beam between the two front wheels. The vehicle includes, for each front wheel, a suspension arm mounted on the chassis beam and extending around the wheel cylinder, above same, and a tie rod for controlling the steering device, located above the wheel cylinder.

Abstract: Automated vehicle lane change systems and methods comprise determining a departing lane in which the vehicle is currently traveling and a merging lane in which the vehicle will be traveling after an automated lane change, determining a desired yaw rate of the vehicle based on a current speed of the vehicle, determining an end control point in each of a departing lane and a merging lane, determining a set of intermediate control points based on the end control points and the desired yaw rate, determining a basis spline (B-spline) defined by the end control points and the set of intermediate control points to obtain a desired path between the end control points, and commanding a steering system configured to control steering of the vehicle such that the vehicle follows the desired path.

Abstract: A method for providing adaptive vehicle-proximity guidance may include monitoring transit-condition data of a roadway traversed by a user-vehicle. The method may further include determining, based at least in part on the transit-condition data, a proximity zone. The method may further include generating a first visual representation that corresponds to the proximity zone. The method may further include displaying the first visual representation onto the roadway proximate the proximity zone and updating the first visual representation in response to detected changes in the transit-condition data.

Abstract: A front lower frame connection can comprise a center boss, outer and inner rearward horizontal front lower frame tube connection bosses, a rearward angular front lower frame tube connection boss, a vertical front lower frame tube connection boss, a forward angular front lower frame tube connection boss, outer and inner forward horizontal front lower frame tube connection bosses, a rearward horizontal beam, and a forward horizontal beam. The rearward horizontal beam can have an outer rearward horizontal beam member, and an inner rearward horizontal beam member. The forward horizontal beam can have an outer forward horizontal beam member, and an inner forward horizontal beam member.

Abstract: A rear vehicle-body structure of a vehicle can enhance the performance of protecting a vehicle component disposed under a rear floor against a rear-end collision load. The rear vehicle-body structure of a vehicle includes a rear bumper reinforcement having a rear bumper beam extending in a vehicle width direction along a rear bumper and load absorbing parts extending from left and right ends of the rear bumper beam toward a vehicle front side, and rear side frames extending in a vehicle front-rear direction respectively along left and right side portions of a rear floor and coupled at rear ends to front ends of the load absorbing parts, with a vehicle component being disposed under the rear floor. A vertical center of the rear bumper beam is located lower than a respective vertical center of each of the rear side frames.

Abstract: A center upper frame connection for a space frame can comprise a pair of outer support beams spaced from each in a width direction, a rearward center support between the outer support beams, and support beam arch. Each outer support beam can have a rearward frame connection boss and a forward center frame nodal connection boss. The rearward center support can have a pair of rearward frame connection bosses oriented at an angle relative to each other, and a pair of side frame connection bosses provided on opposing sides of the rearward center support. The support beam arch can be provided adjacent to the outer support beams and the rearward center support. The rearward center support can be located on a longitudinal centerline of the support beam arch and can be parallel to the outer support beams.

Abstract: A vehicle body of a vehicle includes pillar members forming a frame at opposite sides of an upper portion of the vehicle body, respectively, side reinforcing members connected to intermediate connecting points of the pillar members, wherein the side reinforcing members form a frame at opposite sides of a lower portion of the vehicle body, respectively, and load absorption members, to which suspension mounting sections are fixed, respectively, a first end of each of the load absorption members being connected to an end of a corresponding one of the pillar members and a second end of each of the load absorption members being connected to an intermediate connecting point of a corresponding one of the side reinforcing members, wherein a triangular truss support structure is formed through connection of each load absorption member with the corresponding pillar member and the corresponding side reinforcing member.

Abstract: A vehicle rear structure includes: a pair of side sills mounted on both sides of a floor panel; a pair of rear side members coupled to the pair of side sills, respectively; and a reinforcing member mounted in an inside of each side sill. A front end of each rear side member is coupled to a rear end of each side sill, each rear side member has a front portion aligned with each side sill, respectively, the reinforcing member has a length extending from the inside of each side sill to an inside of the front portion of each rear side member, respectively, a battery housing of a battery assembly is coupled to the pair of side sills and the reinforcing member by a first bolt, and the battery housing of the battery assembly is coupled to the pair of rear side members and the reinforcing member by a second bolt.

Abstract: A side sill rigidity reinforcement structure of a vehicle may include an external side sill external member which includes an upper support portion and a lower support portion each having a section convexly formed outwardly from a vehicle and mounted vertically, is formed to connect the upper support portion and the lower support portion; an internal side sill external member which is mounted inside any one of the upper support portion and the lower support portion; a side sill external panel which is bonded outside the external side sill external member; and a side sill internal panel which has an upper portion and a lower portion bonded to the side sill external panel.

Abstract: An automotive frame part that is an A-pillar-lower part, the A-pillar-lower part including: an outer panel having approximately a T-shape in planar view and a cross section intersecting a portion corresponding to a horizontal side and a vertical side of the T-shape is a hat-shaped cross section including a top portion, a side wall portion, and a flange portion; an inner panel being connected to the flange portion and forming a closed cross section with the outer panel; and plastic stiffening members that each have one end connected to an inner surface of the outer panel and another end connected to an inner surface of the inner panel, wherein the shape and the disposition of the stiffening members are set based on an analysis result from a shape optimization analysis method and each of the stiffening members has a columnar shape or a columnar shape with both end parts bulging.

Abstract: A side vehicle-body structure of a vehicle capable of efficiently absorbing side collision energy while downsizing an energy absorbing material. The side vehicle-body structure includes a center pillar in which a lower end side is positioned on a vehicle-width-direction outer side with respect to an upper end thereof. The center pillar includes a breakage inducing portion that is provided to be close to a lower portion of an outer wall of the center pillar and induces breakage at time of a side collision, and a step-down portion provided in a corner portion of a center pillar outer wall of the breakage inducing portion. An energy absorbing material is disposed between the step-down portion 3 and an inner panel.

Abstract: A utility vehicle includes a frame having a front section, a midsection, and a rear section, the frame defining a cab rearward of the front section. The utility vehicle further includes a plurality of body panels including a hood, a first side panel, and a second side panel coupled to the front section of the frame. Additionally, the utility vehicle includes an engine supported by the frame and operably coupled to the ground engaging members. A cooling assembly of the utility vehicle is fluidly coupled to the engine and supported on a top surface of the front section of the frame. The cooling assembly is angled relative to the longitudinal direction and spaced apart from a line of sight extending from the cab.

Abstract: A vehicle front portion structure includes a hood, a radiator support upper member, a bracket mounted on an upper portion of the radiator support upper member, and a stopper attached to an upper portion of the bracket and configured to be contacted, when the hood is closed, by a protruding portion on a lower surface of the hood, in which the bracket is a member having a channel shape in cross section and protruding upward in a vehicle vertical direction, and is composed of leg plates and a top plate. The bracket is mounted on the upper portion of the radiator support upper member in a state where the leg plates and the top plate extend along a vehicle width direction, and the leg plates also extend in the vehicle vertical direction along a direction in which the protruding portion makes contact with the stopper.

Abstract: There is provided a double-skin structure in which it is possible to obtain an aesthetic improvement in addition to restricting an increase in the number of manufacturing steps. The structure includes a connection portion connecting together an end portion of a first projection portion of a first mold member and an end portion of a second projection portion of a second mold member; a cover plate that is provided between the first mold member and the second mold member, and that blocks an upper end side of a recessed portion bounded by a first rib, a second rib, the first projection portion, and the second projection portion; and a bonding portion that bonds the cover plate to the first mold member, and the cover plate to the second mold member.

Abstract: A vehicular body structure includes a polymeric deck panel. The deck panel includes an adjacent ridge and valley with a leg shared therebetween, a crossbeam footprint crosswise to the adjacent ridge and valley, and a rib extending along the adjacent ridge and valley. Outside the crossbeam footprint, the rib extends along the ridge, approaching the crossbeam footprint, the rib extends along the leg into the valley, and across the crossbeam footprint, the rib extends along the valley.

Abstract: Systems, methods, and computer-readable media are disclosed for universal anchor points for mobile robots. In one embodiment, an example mobile robot may include a chassis, a removable assembly comprising a support member, and a first anchor point coupled to the chassis. The first anchor point may be configured to anchor the support member to the chassis. The first anchor point may be configured to be coupled to support members of different diameters or widths.

Abstract: A preferred multi-panel skirt system for a cargo enclosure includes two pair of forward and aft skirt panels with each pair located on an opposite lateral sides of the enclosure. In each pair, the forward skirt panel extends along the bottom wall generally in the lengthwise direction between a leading edge and a trailing edge, which is located adjacent to and aligned with or positioned laterally inboard of a lateral side edge of the enclosure. An aft skirt panel extends along the bottom wall generally in the lengthwise direction between a leading edge and a trailing edge aft of the forward skirt panel, which trailing edge is located adjacent to and aligned with or positioned laterally inboard of the lateral side edge of the enclosure. The leading edge of the aft skirt panel is positioned laterally inboard of the trailing edge of the forward skirt panel.

Abstract: A multi-terrain transport apparatus, such as a motorized wheelchair, that allows adjustment of the terrain-contacting surface area of a continuous track depending on the terrain encountered by the transport apparatus.

Abstract: A reconfigurable joint track compound mobile robot has a main vehicle body, yaw joints and an auxiliary track module. The main vehicle body has a main track, and a clutch brake and a first wheel joint arranged in a main track driving wheel. A second wheel joint is arranged in a main track driven wheel. The main vehicle body is provided with main track driving mechanisms and a wheel joint driving mechanism. The main track driving wheel is driven to rotate by the main track driving mechanisms, which are connected with the clutch brake. The second wheel joint is driven to rotate by the wheel joint driving mechanism. Each wheel joint is correspondingly connected with the yaw joints, which are rotatably connected with the auxiliary track module. A yaw driving mechanism that drives the auxiliary track module to swing is arranged in each yaw joint.

Abstract: A track roller includes a roller shell, a first retainer, a second retainer, a first holding ring, and a second holding ring. The first retainer is press-fitted to the outer periphery of a shaft and abuts on a first end face of the roller shell. The second retainer is press-fitted to the outer periphery of the shaft and abuts on a second end face of the roller shell. The first holding ring is attached to the outer periphery of the shaft on the outside of the first retainer and fixes the first retainer. The second holding ring is attached to the outer periphery of the shaft and fixes the second retainer.

Abstract: An unmanned aerial vehicle (UAV) autonomously perching on a curved surface from a starting position is provided. The UAV includes: a 3D depth camera configured to capture and output 3D point clouds of scenes from the UAV including the curved surface; a 2D LIDAR system configured to capture and output 2D slices of the scenes; and a control circuit. The control circuit is configured to: control the depth camera and the LIDAR system to capture the 3D point clouds and the 2D slices, respectively, of the scenes; input the captured 3D point clouds from the depth camera and the captured 2D slices from the LIDAR system; autonomously detect and localize the curved surface using the captured 3D point clouds and 2D slices; and autonomously direct the UAV from the starting position to a landing position on the curved surface based on the autonomous detection and localization of the curved surface.

Abstract: A work vehicle includes a plurality of traveling devices driven for traveling, a plurality of articulated link mechanisms having a plurality of links pivotally coupled to each other to provide two or more joints and configured to independently support the traveling devices to a vehicle body with allowing lifting/lowering of the traveling devices independently relative to the vehicle body, and a plurality of hydraulic cylinders capable of changing respective postures of the plurality of links included in the articulated link mechanisms. A first link located at a position nearest the vehicle body is supported to be pivotable about a body side coupling portion. A first hydraulic cylinder for operating the first link has its cylinder tube side pivotally coupled to a coupled portion on the side of the vehicle body and has its piston rod side pivotally coupled to a coupled portion on the side of the first link.

Abstract: An area storage for storing vehicle bodies, the longitudinal extension of which equals at least one and a half times the transverse extension thereof, having a storage area having at least two storage spaces and two associated vehicle body receptacles, wherein the storage area is designed such that vehicle bodies can be stored on the storage area in a plane on the at least two storage spaces on one of the vehicle body receptacles in each case, at least one multi-track industrial vehicle, which can be coupled to the vehicle body receptacle. The industrial vehicle is designed for omnidirectional travel, such that the direction of conveyance can be chosen independently of the orientation of the industrial vehicle and the industrial vehicle having the coupled vehicle body receptacle can carry out a conveyance direction change without changing the relative orientation of the vehicle body receptacle and industrial vehicle. A method for conveying vehicle body receptacles is also disclosed.

Abstract: An automatically operating unloading system for unloading an at least partially assembled vehicle from an assembly-line overhead conveyor vehicle carrier is provided. The vehicle carrier includes four hanger arms for supporting the vehicle from underneath, and ends of the hanger arms are pivotally articulated about a perpendicular axis in a lockable manner. The automatically operating unloading system includes at least one rail at a side of a flat conveying system and a front hanger arm manipulator and a rear hanger arm manipulator movably arrangeable on the at least one rail. Each of the front and rear hanger arm manipulators are equipped with at least one controllable actuator. The automatically operating unloading system further includes a controllable drive unit for moving the manipulators along the rails and an electronic control unit configured to control the actuators of the front and rear hanger arm manipulators.

Abstract: A height-adjustable seat post includes a lower tube having a top open end and a bottom open end, an upper tube having a top end and a bottom end, and a saddle clamp removably coupled to the upper tube. The top end of the upper tube is configured to be received through the bottom open end of the lower tube and extend beyond the top open end, and, when the saddle clamp is removed from the upper tube, the top end of the upper tube is configured to pass through the bottom open end of the lower tube.

Abstract: A bicycle luggage rack includes a mounting rack and a supporting rack. The mounting rack includes a first sliding portion having a first end and a second end opposite to the first end. The first sliding portion further includes an arcuate portion between the first and second ends. The supporting rack is disposed on top of the mounting rack. The supporting rack includes a second sliding portion and a placement surface. The second sliding portion is slidably disposed on the first sliding portion and is slidable along the arcuate portion. An angle between the placement surface and the mounting rack is varied while the second sliding portion slides along the arcuate portion of the first sliding portion. The level of the placement surface is varied while the second sliding portion slides along the arcuate portion of the first sliding portion.

Abstract: A locking device for an anchor configured to connect an accessory to a vehicle. An anchor lever is pivotable for opening and closing the anchor. The locking device includes a lock body defining a fastener aperture receiving therethrough an anchor fastener portion that is rotatable by moving the anchor lever between open and closed positions. A lock lever is pivotable relative to the locked body between locked and unlocked positions. In the unlocked position, the lock lever permits free movement of the anchor lever. In the locked position, the lock lever prevents the anchor lever from being moved from the closed position to the open position. A key post is movably connected to the lock body. The key post is movable by a key from an unsecured position to a secured position. The lock lever is fixed in the locked position when the key post is in the secured position.

Abstract: An bicycle includes a frame assembly having a head tube and a fork having a steerer tube mounted for rotation in the head tube. The bicycle further includes wheels supporting the frame assembly, and a component line positioned at least partially in the head tube and between the head tube and the steerer tube. The bicycle further includes a protector positioned in the head tube and separating the component line from the steerer tube.

Abstract: A straddle type vehicle includes a side mirror with which a rider confirms a rear side; a detection unit configured to detect another vehicle in a periphery of a self-vehicle; and a display unit configured to display a detection result by the detection unit. The display unit displays the detection result at a position within a contour of the side mirror and on an inner side in a vehicle width direction. In a case in which the another vehicle is detected by the detection unit, the display unit displays a color different from a display color of the detection result in a peripheral portion of a display region of the detection result.

Abstract: A straddled vehicle includes a radiator arranged forward relative to an internal combustion engine and an ECU arranged sideward of the internal combustion engine. At least a portion of a tubular air passage through which the air for cooling the ECU passes is formed between a support cover supporting the ECU and an outer cover. A front cover, an upper cover and an under cover form a groove portion, which extends rearward from a front end portion located upward and forward relative to the radiator and is recessed inward in the vehicle width direction. An inlet opening that communicates with the air passage is formed in the groove portion.

Abstract: In an aspect, a compactable bicycle is provided, comprising a base frame portion and a steering structure, at least one of which has a first and a second frame element. Each frame element has a locking surface, an end, and an aperture. The frame elements are positionable in a first position wherein the first and second apertures are aligned and the locking surfaces face away from one another, and in a second position in which the apertures are unaligned. A plunger has first and second plunger locking surfaces and is movable to a clamping position where it extends in both the first and second apertures and engages the first frame element locking surfaces, and a release position wherein the plunger retracts from the second aperture sufficiently to permit the first and second ends to be separated from one another.

Abstract: A leaning vehicle includes an actuator control unit that causes an actuator to generate an actuator torque in a counterclockwise direction based on a bar-handle-rotation-moment change amount in the case where a bar-handle-rotation-moment change amount in the counterclockwise direction is generated by a rider performing one operation of a right-grip-pushing-force increasing operation, a left-grip-pulling-force increasing operation, a right-grip-pulling-force reducing operation, and a left-grip-pushing-force reducing operation. The actuator control unit causes the actuator to generate an actuator torque in a clockwise direction based on a bar-handle-rotation-moment change amount in the case where a bar-handle-rotation-moment change amount in the clockwise direction is generated by a rider performing one operation of a left-grip-pushing-force increasing operation, a right-grip-pulling-force increasing operation, a left-grip-pulling-force reducing operation, and a right-grip-pushing-force reducing operation.

Abstract: An aerodynamic assembly for bike handlebars, includes two distinct extension devices (4a, 4b), each of the two extension devices (4a, 4b) having: a first armrest-forming part (5a, 5b), able to be fastened on a transverse bar of a bike handlebars (1) while extending longitudinally forwards and including a longitudinal extension (6a, 6b) forming a free end portion. An upper surface of the first part with its longitudinal extension forming a receiving surface for a forearm part of a cyclist. A second extension-forming part (8a, 8b), able to be fastened, in a removable manner and in the extension of the first part (5a, 5b), to the free end portion, the second extension-forming part (8a, 8b) being able to slide longitudinally relative to said longitudinal extension (6a, 6b) so as to allow an adjustment of a distance separating a free end of the second extension-forming part (8a, 8b) from the first armrest-forming part (5a, 5b).

Abstract: A motorcycle includes: a front swing arm; a fork holder coupled to the front swing arm in a swingable manner; a front fork steerably supported by the fork holder; and a front cushion unit. In a front-wheel suspension device, one end of the front cushion unit is coupled to the body frame, and the other end of the front cushion unit is coupled to the fork holder.

Abstract: An information output device that can output the position of a load applied to the pedal is provided. A strain gauge is provided on the inner face of a crank of a bicycle and detects strain occurring in the crank. A cycle computer display unit displays an image showing the center position of the load applied to the pedal connected to the crank based on the tangential force and the torsional torque calculated based on the output values of the first strain gauge to the sixth strain gauge.

Abstract: A vehicle having an electrically operated drive motor, a battery for the energy supply of the drive motor, the battery being secured by a battery lock in a battery compartment of the vehicle and being removable from the battery compartment after unlocking the battery lock, and a control unit for the battery lock.

Abstract: Disclosed is a boat including a bottom bordered radially externally by a wall which includes an inflatable and foldable front wall, an inflatable and foldable side wall, and a rear wall. The boat includes at least one inflatable and foldable longitudinal support parallel to the side wall, the support including an inflatable tube and a foldable upper connection which connects the tube to the upper part of the side wall, the upper connection extending longitudinally along the side wall and forming during use a surface P capable of receiving an element.

Abstract: A recovery apparatus and a recovery method is disclosed for recovering a watercraft, in particular for recovering a boat on board a mother ship. A frame actuator pulls a frame of the recovery apparatus relative to a carrying structure from a recovering position into a parked position. A chain drive moves a chain relative to the frame along a closed curve. The chain comprises at least one driver. A watercraft to be recovered is connected temporarily to the chain and is pulled out of the water by the movement of the frame relative to the carrying structure and by the movement of the chain having the drivers relative to the frame.

Abstract: A lashing system is usable on cargo ships that are transporting shipping containers, optionally as a supplement to standard lashing bridges provided on cargo ships. The lashing system includes a support that can interface with the pre-existing interlocking system provided on the shipping containers. The support can be lifted and placed on a stack of shipping containers using the same cranes used for loading and unloading shipping containers. The lashing system includes lashings that are attached to the support and are releasably connectable to another shipping container or to a structure of the cargo ship. The tension in the lashings is preferably monitored during the trips of the cargo ships.

Abstract: Disclosed is a device that engages and stabilizes a personal watercraft for boarding or exiting. The device simultaneously engages upper surface elements of the watercraft whilst also providing firm land/pier engaged support to the user. A user's weight is able to bear against the inherent buoyancy of the watercraft through a structure rotated downwardly to the watercraft; the rotated structure is hinged and fixed to the land/pier. During entry, the upwardly urging buoyancy of the watercraft stabilizes the watercraft against the downwardly rotated structure while a user steps from the land/pier to the watercraft and fully transfers weight to the watercraft. Exit is the reverse. A method of associated use is also disclosed.

Abstract: An isolator performance data logging system comprising a displacement unit for measuring a displacement of the isolator. the displacement unit comprises a displacement sensor housing fixable relative to a mitigated end of the isolator, a target fixable relative to an unmitigated end of the isolator. A displacement sensor is located within the displacement sensor housing for measuring a displacement of the target relative to the displacement sensor. A first accelerometer unit is fixable relative to the mitigated end of the isolator. A second accelerometer unit is fixable relative to the unmitigated end of the isolator.

Abstract: A collapsible protective case for surfboards having a rigid, impact-resistant outer surface, the case including a housing and a plurality of adjoining nested sections that are selectively configurable between a collapsed, fully nested position and an extended position, the housing and including a space configured to accommodate, in the extended position, fins disposed on a rear portion of the surfboard.

Abstract: A watercraft float having a deck surface and bottom surface, a watercraft receiving area, a first post having a base, side, and top surface, wherein the first post is positioned on a first side of the watercraft receiving area, a second post having a base, side, and top surface, wherein the second post is positioned on a second side of the watercraft receiving area, and a railing, wherein the railing releaseably engages the two posts, wherein the base of the first post and the base of the second past are engaged to the deck surface, wherein each post is configured so that a user can propel a watercraft onto the float utilizing the post, and wherein the watercraft receiving area is configured to receive a watercraft.

Abstract: This disclosure relates to a system for reducing cavitation at a surface that moves relatively with respect to a first fluid. The system comprises a degasser configured to at least partially degas a second fluid. The system also comprises a reservoir in communication with the degasser and configured to house the at least partially degassed second fluid, the reservoir having an outlet that is arranged for directing the second fluid towards the surface. The system is configured such that the directing of the at least partially degassed second fluid towards the surface forms a boundary layer at the surface. The boundary layer is adapted to at least partially increase the negative pressure required to initiate cavitation at the surface so as to reduce the occurrence of cavitation during such relative movement.

Abstract: A method of controlling a marine drive on a marine vessel includes receiving a trim position instruction to adjust a trim position of the marine drive and determining an allowable steering angle range based on the trim positon instruction or adjusted trim positon of the marine drive. A trim actuator is controlled to adjust the trim position of the marine drive based on the trim position instruction and a steering actuator is controlled to automatically adjust steering positon of the marine drive to remain within the allowable steering range.