Abstract: A method for anticipating a lane change by another vehicle ahead of a vehicle equipped with a sensing system having a camera and a radar sensor includes processing captured image data to determine lane markers of a traffic lane along which the equipped vehicle is traveling, and to determine presence of another vehicle in an adjacent traffic lane. Responsive to processing of captured radar data, an oblique angle of a direction of travel of the other vehicle relative to the traffic lane is determined. Responsive to determination that the oblique angle of the direction of travel of the other vehicle is indicative of a cut-in intent of the other vehicle, and based on the determined range to the determined other vehicle, the system anticipates the cut-in of the other vehicle and applies a braking system of the equipped vehicle to mitigate collision with the determined other vehicle.

Abstract: An integrated chassis control system includes a first sensor configured to sense a first vehicle driving in a lane adjacent to a lane in which an own vehicle is driving and to sense behavior information of the first vehicle, a second sensor configured to sense a variation in behavior of the own vehicle, a first determinator configured to determine a degree of influence of a side wind, which is predicted to occur due to the first vehicle, based on the behavior information of the first vehicle, a second determinator configured to determine a variance in abnormal behavior of the own vehicle based on information sensed by the second sensor, a first controller configured to perform a semi-active chassis system control, and a second controller configured to perform an active chassis system control.

Abstract: A control device for a vehicle drive unit is configured to control, based on an operating state of a vehicle, a vehicle drive unit having one or more power sources. The control device includes a processor and a storage device. The storage device is configured to store a vehicle front-rear acceleration prediction model being a machine learning model that receives as an input a command torque and outputs predicted acceleration. The processor is configured to: execute a predicted acceleration calculation process using the vehicle front-rear acceleration prediction model; and execute a command torque calculation process to calculate the command torque that minimizes an evaluation function. The evaluation function minimizes a deviation of the predicted acceleration with respect to a target vehicle front-rear acceleration according to a target torque based on the operating state while reducing a deviation of the command torque with respect to the target torque.

Abstract: The present invention provides a driving assist apparatus, a driving assist method, and a driving assist system capable of realizing driving assist in consideration of a delay in a driver's operation regardless of a configuration of a vehicle. A driving assist apparatus includes a standard running route acquisition portion configured to acquire a standard running route calculated based on curve information ahead of a vehicle that is acquired by an external world recognition portion, and an actuator control output portion configured to acquire a standard vehicle motion amount when the vehicle runs the standard running route, calculate an instruction that guides a motion amount of the vehicle toward the standard vehicle motion amount based on the standard vehicle motion amount and a current vehicle motion amount of the vehicle, and output the instruction to an actuator portion configured to provide at least one of a curving force and a braking force to the vehicle.

Abstract: Provided is a driving assistance apparatus that assists driving of a vehicle. The driving assistance apparatus includes: a training data generator that stores a traveling route traveled by the vehicle according to a driving operation of a user in a training traveling mode, and generates training data for a target route based on the traveling route. The training data generator generates the target route by connecting, for example, between a first point and a second point on the traveling route, in a case where a difference in orientation of the vehicle at the first point and the second point during training traveling is less than a first threshold and distance between the vehicle at the first point and the vehicle at the second point during the training traveling is less than a second threshold.

Abstract: Aspects relate to methods and systems for parking a vehicle. An exemplary system includes a first plurality of sensors located on the vehicle and configured to detect first sensor data as a function of objects over a first height range, a second plurality of sensors located on the vehicle and configured to detect second sensor data as a function of objects over a second height range at least partially greater than the first height range, and a computing device configured to receive the first sensor data from the first plurality of sensors and the second sensor data from the second plurality of sensors, and determine the space proximal the vehicle is suitable for parking the vehicle as a function of the first sensor data, the second sensor data, and a height of the vehicle.

Abstract: Method, apparatus, and computer-readable medium for performing a braking operation of a vehicle when an object is detected in front of the vehicle. The method includes acquiring at least one image of an external environment of the vehicle, determining a road condition of a road of the external environment of the vehicle based on the acquired at least one image, obtaining, based on the determined road condition and from memory, a braking table of one or more braking tables including distances and corresponding vehicle speeds at which the braking operation is performed, acquiring a speed of the vehicle and a distance between a preceding object and the vehicle, comparing the acquired speed of the vehicle and the acquired distance between the preceding object and the vehicle to the braking table, and sending, based on the comparison, an instruction to perform the braking operation of the vehicle.

Abstract: A vehicle running control method includes: calculating, by a controller, a lateral velocity of an adjacent vehicle that travels in a lane adjacent to a traveling lane in which an autonomous vehicle travels in the road-width direction, and a longitudinal velocity of the adjacent vehicle in the direction in which the adjacent lane extends; specifying, by the controller, a predetermined road section based on the longitudinal velocity and calculating a first path on the assumption that an offset distance of the adjacent vehicle in the adjacent lane in the road-width direction is maintained within the road section; and applying, by the controller, the lateral velocity to the first path to calculate a second path corresponding to a predicted traveling path of the adjacent vehicle.

Abstract: A method is provided for scheduling regenerative braking torque, including: sensing a position of an accelerator pedal; generating a torque request value in response to the sensed accelerator pedal position; determining a speed of operation of a motor/generator; determining a torque limit in response to the torque request value and the determined speed of the motor/generator; generating a regenerative braking command in response to the torque limit; and outputting the regenerative braking command to the motor/generator.

Abstract: A vehicle controller includes: a recognition unit that recognizes a surrounding state of a subject vehicle traveling in a road lane; an area specification unit that specifies a specific area in the lane in which the subject vehicle travels; and a driving control part that controls the subject vehicle with respect to a vehicle traveling ahead thereof, based on a result recognized b the recognition unit. The driving control part determines a condition of shifting from a first support status to a second support status such that there is a vehicle traveling ahead of the subject vehicle in the lane; and, if the subject vehicle enters the specific area at the first support status, the subject vehicle keeps the first support status, and if the subject vehicle enters the specific area at the second support status, shifts the support status from the second to the first support status.

Abstract: In one embodiment, a vehicle merge control system generates sensor data that indicate a detected vehicle in an environment of the ego vehicle, identifies a conflict based at least in part on the sensor data indicating that the detected vehicle and the ego vehicle are traveling: 1) in adjacent lanes that will merge into a single lane, and 2) at respective speeds that will result in the detected vehicle entering within a threshold range of the ego vehicle, determines, upon identification of the conflict, merge position assignments for the ego vehicle and the detected vehicle based at least in part on a game theory cost function applied to game theory actions that result in the merge position assignments exclusively being either a lead vehicle or a follower vehicle, and outputs an acceleration rate to achieve the merge position assignment for the ego vehicle.

Abstract: A method, medium, and apparatus for educating and reducing risk to inexperienced drivers using vehicles with autonomous navigation systems. Data regarding a driver's past experience with vehicles and operating environments may be used to proactively warn the driver about a potential danger detected or predicted by the vehicle. An autonomous vehicle may prevent the driver from operating the vehicle under unfamiliar circumstances or from causing a collision. Data regarding a driver's past experience with vehicles and the safety features thereof may be used to mitigate risk of injury or property damage by selectively activating safety features in a new vehicle which the driver has not previously driven. Data regarding a driver's past experience with vehicles and safety features thereof may be used to determine a decreased or increased rental rate for a particular vehicle.

Abstract: The present teaching relates to method, system, and medium, for operating a vehicle. Real-time data related to the vehicle are received. A current mode of operation of the vehicle and a state of the driver present in the vehicle are determined. A first risk associated with the current mode of operation of the vehicle is evaluated based on the real-time data and the state of the driver in accordance with a risk model. In response to the first risk satisfying a first criterion, a second risk associated with switching the current mode to a different mode of operation of the vehicle is determined based on the state of the driver. The vehicle is switched from the current mode to the different mode when the second risk satisfies a second criterion.

Abstract: A vehicle includes an accelerator pedal, an electric machine, and a controller. The electric machine is configured to propel and brake the vehicle according to a one-pedal driving operation. The controller is programmed to, in response to depressing the accelerator pedal, command a desired torque to the electric machine. The controller is further programmed to, adjust the desired torque based on a gradient of a road surface that the vehicle is positioned on. The controller is further programmed to, in response to movement of the electric machine in a direction that is opposite to a desired direction while the adjusted desired torque is being applied, increase the adjusted desired torque by a compensation torque such that movement of the electric machine transitions to the desired direction.

Abstract: Methods, apparatus, systems and articles of manufacture are disclosed to perform a tank turn. An example vehicle includes a first wheel and a second wheel, the first wheel located on an end of a first axle, the second wheel located on an end of a second axle, the end of the first axle opposite to the end of the second axle, a first suspension coupled to the first wheel, a second suspension coupled to the second wheel, and a controller to drive the first axle in a first direction, drive the second axle in a second direction, the first direction different from the second direction, and decrease a first suspension load of the first suspension and a second suspension load of the second suspension.

Abstract: According to various embodiments, a method for operating a vehicle may include determining a vehicular area having traffic conditions or characteristics different from traffic conditions of a current or previous location of the vehicle; obtaining traffic and driving information for the determined vehicular region; changing or updating one or more of driving model parameters of a safety driving model during operation of the vehicle based on the obtained traffic and driving information; and controlling the vehicle to operate in accordance with the safety driving model using the one or more changed or updated driving model parameters. A vehicle may seamlessly update operational rules and/or handover of traffic and driving information for transitioning from one region to another.

Abstract: In general, the disclosure describes various aspects of techniques for evaluating decisions determined by autonomous devices. A device comprising a memory and a processor may be configured to perform the techniques. The memory may store first state data representative of a first observational state detected by an autonomous device, and first action data representative of one or more first actions the autonomous device performs responsive to detecting the first observational state. The processor may execute a computation engine configured to identify, based on the first action data, a first inflection point representative of changing behavior of the autonomous device. The computation engine may further be configured to determine, based on the first inflection point, first explanatory data representative of portions of the first state data on which the autonomous device relied that explain the changing behavior of the autonomous device, and output the first explanatory data.

Abstract: The disclosure includes embodiments for managing vehicles under anomalous driving behavior. In some embodiments, a method includes determining, by the processor, an ego behavior associated with the ego vehicle and a remote behavior associated with a remote vehicle. The method includes calculating a variance between the ego behavior and the remote behavior. The method includes determining a presence of an anomaly based on the variance satisfying a threshold, wherein the satisfying the threshold indicates the ego behavior is incompatible with the remote behavior. The method includes generating a driving management plan which is configured to mitigate the anomaly and is consistent with the ego behavior. The method includes implementing the driving management plan so that the threshold is no longer satisfied.

Abstract: A vehicle control device includes: a first detection unit that detects a traveling state of a host vehicle; a merging detection unit that detects that the host vehicle approaches within a predetermined area of a merging point when the host vehicle travels on the merging road toward the merging point at which a main road joins with the merging road; a second detection unit that detects a speed of a lane flow by another vehicle that travels on the main road toward the merging point; a position detection unit that obtains a position of a pre-merging point as a virtual point on the main road reaching the merging point when the host vehicle reaches the merging point; and a display control unit that controls a display device to display the position of the host vehicle and the pre-merging point.

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: When a required download time is equal to or shorter than a communication-enabled time on a running route, an update program is received from an external device via wireless communication, so a vehicular program is appropriately updated. Besides, when the required download time is longer than the communication-enabled time on the running route, a driving method ensuring the communication-enabled time that is equal to or longer than the required download time is suggested to a driver, so the update program is easy to receive via wireless communication. In consequence, the opportunities to update the vehicular program can be ensured. That is, the vehicular program can be restrained or prevented from being updated with a delay.

Abstract: A military vehicle includes a chassis, a front end accessory drive (FEAD), and circuitry. The chassis includes an engine and an integrated motor generator (IMG). The FEAD includes multiple accessories and an electric motor-generator. The circuitry is configured to operate the military vehicle according to different modes. The circuitry is configured to receive a user input indicating a selected mode of the modes, and operate the chassis and the FEAD of the military vehicle according to the selected mode. The modes include an engine mode and an electric mode. In the engine mode, the engine drives the FEAD and the tractive elements of the military vehicle through the IMG for transportation. In the electric mode, the engine is shut off to reduce a sound output of the military vehicle and the IMG drives the tractive elements of the military vehicle for transportation and the electric motor-generator drives the FEAD.

Abstract: A vehicle control apparatus, which controls a vehicle having a plurality of driving modes, includes a travel control section that performs travel control of the vehicle based on vicinity information; a limit value determining section that determines a deceleration limit value used when the travel control is performed, according to the driving mode; and a braking control section that performs braking control based on the vicinity information, such that the vehicle decelerates with a deceleration that does not exceed the determined deceleration limit value; wherein the limit value determining section sets the deceleration limit value to a first limit value when the vehicle is driven in a first driving mode, and sets the deceleration limit value to a second limit value higher than the first limit value, when the vehicle is driven in a second driving mode that has a higher degree of automation than the first driving mode.

Abstract: A driving assistance apparatus makes a drive force of a vehicle equal to an erroneous operation coping drive force which is smaller than an ordinary drive force in a period from a satisfaction of an erroneous operation start condition which is satisfied when an accelerator pedal is operated erroneously to a satisfaction of an erroneous operation end condition which is satisfied when the erroneous operation has ended. The erroneous operation coping drive force is set to a first drive force if the erroneous operation start condition becomes satisfied after a reoperation determination time point at which a time threshold elapses from when the erroneous operation end condition became last satisfied. Meanwhile, the erroneous operation coping drive force is set to a second drive force which is greater than the first drive force if the erroneous operation start condition becomes satisfied before the reoperation determination time point.

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

Abstract: An apparatus for displaying a driving state of a vehicle, a system including the same and a method thereof is provided. The apparatus includes a processor that determines a change in a state of a lane change assistance function and controls a step-by-step notification based on the change in the state of the lane change assistance function, and a display controlled by the processor to display the step-by-step notification based on the change in the state of the lane change assistance function.

Abstract: The inventive subject matter provides devices and methods for improving driving safety using information obtained from images taken by a camera in a device. Among other things, contemplated devices and methods can produce alarms when it appear from rates of speed and acceleration/deceleration, that a vehicle will likely go through a red light, or fail to stop or sufficiently slow down at a stop sign. A significant feature of preferred devices and methods is that they are not dependent on WI-FI, cellular, satellite and radio signals, or any other external data transmission, and are not even dependent on speed, acceleration, or other information native to the vehicle.

Abstract: The subject disclosure relates to techniques for application-based controls of a wheelchair-accessible autonomous vehicle. A process of the disclosed technology can include steps for receiving a request for a wheelchair-accessible autonomous vehicle (WAV) to execute an ingress function, wherein the ingress function includes a deployment of a wheelchair ramp by the WAV, sending an ingress command to the WAV in response to the request, wherein the ingress command comprises instructions cause the WAV to execute the ingress function at a specified pick-up location, and receiving feedback from the WAV, the feedback includes sensor data associated with a wheelchair ramp and status information associated with the ingress function. Machine-readable media and systems are also provided.

Abstract: An autonomous vehicle computing system can include a primary perception system configured to receive a plurality of sensor data points as input generate primary perception data representing a plurality of classifiable objects and a plurality of paths representing tracked motion of the plurality of classifiable objects. The autonomous vehicle computing system can include a secondary perception system configured to receive the plurality of sensor data points as input, cluster a subset of the plurality of sensor data points of the sensor data to generate one or more sensor data point clusters representing one or more unclassifiable objects that are not classifiable by the primary perception system, and generate secondary path data representing tracked motion of the one or more unclassifiable objects. The autonomous vehicle computing system can generate fused perception data based on the primary perception data and the one or more unclassifiable objects.

Abstract: A vehicle control system includes a controller configured to determine whether a vehicle is operating in an autonomous driving mode or in a manual driving mode; and a steering device for adjusting a position of a wheel of the vehicle when the vehicle is operating in the manual driving mode. The steering device includes a knob configured to rotate about a rotation axis; a shaft connected to the knob, the shaft rotating about the rotation axis together with the knob by a rotational force transmitted from the knob; and an elastic part coupled to the shaft. In particular, when the shaft rotates from a reference position by the rotational force, the elastic part is compressed, and when the rotational force is removed, the elastic part is relaxed to return the shaft to the reference position.

Abstract: A vehicle control system includes a controller circuit in communication with a steering sensor and one or more perception sensors. The steering sensor is configured to detect a steering torque of a steering wheel of a host vehicle. The one or more perception sensors are configured to detect an environment proximate the host vehicle. The controller circuit is configured to determine when an operator of the host vehicle requests a take-over from fully automated control of the host vehicle based on the steering sensor. The controller circuit classifies the take-over request based on the steering sensor.

Abstract: An apparatus for controlling a vehicle capable of performing autonomous driving is provided. The apparatus includes an autonomous driving device that executes the autonomous driving and generates a transition demand when it is impossible to execute the autonomous driving. A driving controller performs a minimum risk maneuver (MRM) of applying a deceleration pattern differently depending on a driving environment of the vehicle, when the transition demand is generated, but when driving manipulation by a driver does not occur. A subsequent safety ensuring function is performed according to the MRM for the driver to recognize the MRM, and a drive mode of the vehicle is changed to a drive mode with a rapid response speed to acceleration or steering.

Abstract: An automatic driving proposal device or an automatic driving proposal method is used for a vehicle that selects either a state of an automatic driving or a state of a manual driving by an occupant. The automatic driving proposal device or the automatic driving proposal method performs a driving change request to the occupant in the state of the automatic driving, determines whether the automatic driving is possible in the state of the manual driving, calculates a calculation value corresponding to a distance or a prediction time or calculates a change index, and proposes the automatic driving to the occupant on a necessary condition of determining that the automatic driving is possible and also determining that the calculation value is higher than a threshold value or determining that the change index is lower than a threshold value.

Abstract: A magnetic levitation train system with an asymmetrical power distribution is provided, having a train which is moved through a track that is at least partly located within an airless tube, the track having at least two stations, having each section of the track between two correlative stations the following zones: an acceleration zone located at the beginning of the section, having a plurality of consecutive winding segments electrically connected to each other and to a current supply, a deceleration zone, comprising a plurality of consecutive winding segments electrically connected to each other and to a current supply, and a cruise zone in which the train is moved on a cruise speed, located between the acceleration zone and the deceleration zone, having a plurality of winding segments electrically connected to a current supply, and comprising a plurality of empty spaces between some of the winding segments.

Abstract: A housing of a railway vehicle device includes a reinforcing member and at least one first exterior member. The reinforcing member includes a first support member extending in a X-axis direction, and second support members that are fixed to the first support member while main surfaces are oriented in a direction intersecting the X-axis direction, the second support members being plate-like members. The first exterior members are thin plate-like members that are fixed to side surfaces of the second support members, cover a periphery of the reinforcing member, and form housing surfaces extending along the X-axis direction. In each of the first exterior members, cutouts each are formed extending in a direction intersecting the X-axis direction from the both ends in the direction intersecting the X-axis direction. An opening is formed, by the cutouts, in at least one of the housing surfaces extending along the X-axis direction.

Abstract: The railway vehicle is intended to run on a railway including at least one tunnel, wherein it includes a system for protection against pressure waves, and is configured to hermetically isolate the interior of the railway vehicle from the exterior of the railway vehicle when this protection system is activated. The vehicle includes a geolocation unit providing instantaneous geolocation coordinates of the railway vehicle, wherein a database includes fixed geolocation coordinates of an entry point of this tunnel for each tunnel of the railway, and a unit for comparing the instantaneous coordinates with the fixed coordinates, and wherein it is configured to indicate when the instantaneous geolocation coordinates of the railway vehicle substantially correspond to the fixed coordinates of the entry point of one of the at least one tunnels.

Abstract: A method of assembling a railcar bogie includes: a positioning step of locking a wheelbase fixing jig to a pair of axle box devices to position the pair of axle box devices such that a wheelbase between a pair of wheelsets supported by the respective axle box devices becomes a predetermined designed value, the pair of axle box devices being arranged away from each other in a car longitudinal direction, the wheelbase fixing jig extending in the car longitudinal direction; a plate spring arranging step of making the pair of axle box devices support a plate spring extending in the car longitudinal direction; and a bogie frame arranging step of making a longitudinal direction middle portion of the plate spring support a bogie frame and coupling the bogie frame to the pair of axle box devices.

Abstract: A ballistic protection arrangement for vehicles, in particular for rail vehicles chassis, with at least one first wheelset which has a first wheel, a second wheel and a wheelset shaft, wherein in order to provide advantageous construction conditions, a shell includes at least one first material layer, which includes a first fibre material, arranged around the wheelset shaft such that the wheelset shaft is advantageously protected from damage, for example, due to stone impacts at particularly high travelling speeds and at particularly low temperatures, where the first fibre material of the first material layer brings about high absorption of energy with the protection arrangement while, at the same time, having a low mass.

Abstract: A railroad brake stick can include: a head having a planar shape with a recesses and/or protrusions on one or more side surfaces of the planar shape, the planar shape having a head interlocking groove on a hilt region; a cross-support having a planar shape with a support interlocking groove interlocked with the head interlocking groove such that the planar shape of the head crosses with the planar shape of the cross-support to form an interlocking region; and a handle coupled to the head and cross-support such that the interlocking region is within an end of the handle. In some aspects, a cover is over the handle. n some aspects, the head is a composite material and the cross-support is a composite material and the handle is a composite material.

Abstract: A construct can include an access drift; a length of rail disposed in the access drift; a pair of raise climbers, each adapted to be supported by the rail; a turntable to which the rail is mounted, the turntable being adapted to support the rail, and a raise climber supported thereby, for movement about an axis; a nest disposed adjacent the turntable; and a plurality of rails, each extending from the turntable such that, when the turntable is operatively positioned, the rail of the turntable is aligned therewith, the plurality including at least a pair of curve rails and a nest rail, the curve rails each being adapted to develop a raise and the nest rail being positioned in the nest.

Abstract: The present invention provides a method for determining an element characteristic of at least one railroad element, comprising the steps of: providing a motion sensor (2) on the at least one railroad element (6); collecting motion data provided by the motion sensor (2), wherein the motion data is representing a motion characteristic of the railroad element (6) different from the element characteristic; determining the element characteristic on the basis of the motion data.

Abstract: A lift for a fork tine assembly includes a generally upright frame having at least one handle grip portion at a rearward portion thereof. The handle grip portion is fixed relative to the frame. A lift mechanism is secured to the frame. The lift mechanism is capable of attaching to and raising and lowering at least one fork tine. A plurality of wheels support the frame. The at least one fork tine may be part of a first fork tine assembly that can be selectively removed from the lift and replaced with a different configuration fork tine assembly. An optional shelf is provided on the frame for convenience but may be pivoted out of the way when not in use.

Abstract: A foldable car seat carriage includes a frame unit and an engagement unit. The frame unit includes two leg frames. Each of the leg frames includes two legs pivotable relative to each other, and a driving mechanism. The driving mechanism has opposite ends connected pivotally to the legs at first and second intersections. The engagement unit includes two bayonets. Each of the bayonets has a linking portion connected pivotally to the driving mechanism of a respective one of the leg frames. For each of the leg frames, change of a distance between the first and second intersections of the driving mechanism and the legs during pivot action of the legs converts a position of the engagement unit relative to the legs.

Abstract: A child carrier is provided and includes a frame, a seat and a folding device installed between the frame and the seat. The frame includes a handle, a front leg pivotally connected to the handle and a rear leg pivoted to the handle. The folding device includes a sliding structure and a linking component. The sliding structure is fixedly disposed on the handle. The seat is slidably coupled to the sliding structure. The linking component includes a first end and a second end. The first end is pivotally coupled to the seat. The second end is pivotally connected to the rear leg. The linking component is driven to drive the seat to slide along the handle when the handle pivots relative to the rear leg.

Abstract: A towable mover includes a flexible mat and a hollow tow bar substantially contained in a sleeve at the leading edge of the mat. A tow rope is coupled to each end of the tow bar for towing. Couplings include a plug assembly securely received within the interior space at an end of the tow bar and a rope coupling assembly attached to the plug assembly. The plug assembly includes a resilient elastomeric cylindrical plug, the diameter of which swells when the ends are squeezed together by tightening a bolt. The rope coupling assembly is external to the tow bar and external to the sleeve. The sleeve is disposed between portions of the mat that may freely fold to allow passage through narrow spaces.

Abstract: A steering apparatus includes a steering wheel, a support frame, a frame fixation part, and a steering transmission part. The support frame rotatably supports the steering wheel. The frame fixation part fixes the support frame to a vehicle body. The steering transmission part transmits a rotation of the steering wheel relative to the support frame to a steering mechanism of a wheel. The support frame and the frame fixation part are arranged at a position that does not overlap with a rotation center axis line of the steering wheel in a front view of the steering wheel.

Abstract: A control system for a steering wheel includes a steering wheel switchable between a rotational condition and a non-rotational condition. The control system also includes a steering gear operatively coupled to a plurality of road wheels of a vehicle, the steering wheel and the steering gear electrically coupled to each other. The control system further includes a controller in operative communication with the steering wheel and the steering gear, the controller configured to control the steering gear independent of the steering wheel when the vehicle is in an autonomous vehicle driving condition, the steering wheel being in a retracted position during the autonomous vehicle driving condition.

Abstract: A friction plate for a vehicle steering system is provided. The friction plate includes a plate body defining a slot for receiving a rake bolt therethrough, the plate body having a planar side. The friction plate also includes a plurality of protrusions extending from the plate body to define a non-planar region of the friction plate.

Abstract: In a steering device according to an aspect of the present disclosure, a holding portion of a driven cam that is held in a tilt guide hole includes a lock contact portion that faces one side in a bolt circumferential direction and comes into contact with an inner peripheral edge of the tilt guide hole in a locked state to restrict the driven cam from rotating toward the one side in the bolt circumferential direction with respect to a rear side plate portion and a release contact portion that faces the other side in the bolt circumferential direction and comes into contact with the inner peripheral edge of the tilt guide hole in an unlocked state to restrict the driven cam from rotating toward the other side in the bolt circumferential direction with respect to the rear side plate portion.

Abstract: Steering actuators for vehicles are described herein. An example actuator includes a rack to be coupled to a knuckle of a vehicle, a ball nut coupled to the rack, a ring gear coupled to the ball nut, and a motor with a pinion engaged with the ring gear. The motor is to rotate the ball nut, via the pinion and the ring gear, to move the rack linearly.