Abstract: Systems and techniques are provided for aggregating data output from multiple Inertial Measurement Units (IMUs) for a localization of an autonomous vehicle (AV). An example method includes receiving a first measurement output from a first IMU associated with a first sensor of an AV and a second measurement output from a second IMU associated with a second sensor of the AV; adjusting the first measurement output based on a first offset vector corresponding to the first IMU to obtain a first adjusted measurement output; adjusting the second measurement output based on a second offset vector corresponding to the second IMU to obtain a second adjusted measurement output; and determining a pose of the AV based on the first adjusted measurement output and the second adjusted measurement output.

Abstract: A device for determining a driving trajectory for repeated performance of a vehicle maneuver is disclosed. The device is configured to determine that a driving trajectory recorded for the driving maneuver exceeds a system limit of the vehicle for the automated performance of the driving maneuver. The device is further configured to determine a driving trajectory for the driving maneuver which is adapted with regard to the recorded driving trajectory and does not exceed the system limit of the vehicle, and to provide and/or use the adapted driving trajectory for automated performance of the driving maneuver.

Abstract: In the embodiment of the present disclosure, first, the navigation device acquires the destination set by the user. Next, the navigation device acquires information about available parking spaces accessible from the roads for each road near the destination. Then, the navigation device selects a road with a predetermined number or more of accessible vacant parking spaces as a guidance destination for the vehicle.

Abstract: A vehicle system has a first operating mode and a second operating mode. The first operating mode is configured to execute a functionality of the vehicle system in driving mode based on acquired sensor signals and to operate the vehicle in an at least partially automated manner through interventions in vehicle guidance based on the result of the executed functionality. The second operating mode is configured to change a degree of the effectiveness of the interventions in the driving mode and/or a degree of the effectiveness of an operation decoupled from the vehicle guidance, and, when executing a functionality of the vehicle system with a changed degree of the effectiveness of an intervention in the vehicle guidance and/or a changed degree of the effectiveness of an operation decoupled from the vehicle guidance, to acquire operating data of the vehicle and/or feedback data from the user of the vehicle.

Abstract: A system and method for trajectory planning selects a trajectory from a plurality of candidate trajectories to direct an autonomous vehicle. The system includes a controller in communication with a global positioning system (GPS) and at least one sensor. The GPS receives a plurality of global scene information. The at least one sensor collects local scene information. The controller is programmed to receive global scene information and local scene information, identify the location of the occluding obstacle. Additionally, the controller is programmed to determine an occluded portion of the roadway, identify a location of the scene actors on the roadway, and calculate a contracted occluded portion within the occluded portion. Furthermore, the system generates candidate trajectories for the autonomous vehicle to travel along, score the candidate trajectories, and select one of the candidate trajectories based on the assigned score.

Abstract: Embodiments of the present disclosure relate to behavior planning for autonomous vehicles. The technology described herein selects a preferred trajectory for an autonomous vehicle based on an evaluation of multiple hypothetical trajectories by different components within a planning system. The various components provide an optimization score for each trajectory according to the priorities of the component and scores from multiple components may form a final optimization score. This scoring system allows the competing priorities (e.g., comfort, minimal travel time, fuel economy) of different components to be considered together. In examples, the trajectory with the best combined score may be selected for implementation. As such, an iterative approach that evaluates various factors may be used to identify an optimal or preferred trajectory for an autonomous vehicle when navigating an environment.

Abstract: Systems, methods, and other embodiments described herein relate to improving passenger compartment air quality in a vehicle. In one embodiment, a method includes, responsive to acquiring sensor data that includes at least air quality information about a surrounding environment of an ego vehicle, analyzing the sensor data to determine whether the air quality information satisfies an action threshold specifying that air around the ego vehicle is of a poor quality. The method includes identifying a source of the air having the poor quality, including whether a leading vehicle in front of the ego vehicle is the source. The method includes generating a response to the air having the poor quality according to the source. The method includes controlling the ego vehicle according to the response.

Abstract: A method for unregulated pedestrian step down (PSD) alert, the method may include (i) receiving, by a vehicle computerized system, a unregulated PSD indicators that are indicative of unregulated PSD situations; (ii) obtaining sensed information regarding an environment of the vehicle; (iii) processing the sensed information, wherein the processing comprises searching for at least one of the unregulated PSD indicators; and (iv) autonomously determining, when finding the at least one of the unregulated PSD identifiers, that the vehicle is approaching a situation in which a pedestrian is expected to step down into a drivable space within the environment of the vehicle. Wherein the autonomously determining triggering a response to the finding, the response is an immediate response and is executed by at least the vehicle computerized system.

Abstract: Systems and methods for controlling autonomous vehicle are provided. A method can include obtaining, by a computing system, data indicative of a plurality of objects in a surrounding environment of the autonomous vehicle. The method can further include determining, by the computing system, one or more clusters of the objects based at least in part on the data indicative of the plurality of objects. The method can further include determining, by the computing system, whether to enter an operation mode having one or more limited operational capabilities based at least in part on one or more properties of the one or more clusters. In response to determining that the operation mode is to be entered by the autonomous vehicle, the method can include controlling, by the computing system, the operation of the autonomous vehicle based at least in part on the one or more limited operational capabilities.

Abstract: Disclosed herein are system, method, and computer program product embodiments for handling traffic signs. For example, the method includes receiving sensor data from a sensor of a vehicle and identifying a traffic sign within a field of view of the vehicle based on the sensor data. The method also includes assigning a probable class to the identified sign based on a determination that the identified sign is not mapped in a priori map and a determination that a probability of existence of the sign is greater than a threshold and modifying a behavior of the vehicle based on the assigned probable class.

Abstract: System, methods, and other embodiments described herein relate to mode confusion avoidance. In one embodiment, a method includes selecting a routine path; determining a likelihood of expected autonomous driving assistance based on a location within the routine path; and generating a notification if autonomous driving assistance has not been enabled and the likelihood exceeds a threshold.

Abstract: Systems, methods, and other embodiments described herein relate to keeping an operator of a host vehicle that is semi-autonomous or autonomous engaged. In one embodiment, a method includes determining whether a disengagement ratio of the host vehicle is below a predetermined threshold value and determining whether driving conditions at an upcoming road segment are conducive for disengagement of autonomous vehicle control in the host vehicle. The method includes disengaging the autonomous vehicle control in the host vehicle in response to at least the disengagement ratio being below the predetermined threshold value and the driving conditions being conducive for the disengagement of the autonomous vehicle control.

Abstract: A controller that switches between (i) autonomous driving control for causing a vehicle to travel by automatically controlling the steering and speed of the vehicle and (ii) manual driving control in which the steering and speed are controlled by a driver's operation, the controller includes: a determination part that determines whether a speed control operation for controlling the speed has been performed by the driver while an obstacle preventing the vehicle from traveling is being avoided under the autonomous driving control; and a control switching part that switches the automatic control of the speed included in the autonomous driving control to the manual control and continues the automatic control of the steering when it is determined that the speed control operation has been performed.

Abstract: The vehicle control device includes a body control unit that, when a driving operation by an occupant is required during automatic driving of the vehicle, performs control to notify the terminal device possessed by the occupant to prompt the driving operation.

Abstract: A system includes an autonomous vehicle (AV) comprising a sensor, a control subsystem, and an operation server. The control subsystem receives sensor data comprising location coordinates of the AV from the sensor. The operation server detects an unexpected event from the sensor data, comprising at least one of an accident, an inspection, and a report request. The operation server receives a message from a user comprising a request to access particular information regarding the AV and location data. The operation server associates the AV with the user if the location coordinates of the AV match location data of the user. The operation server establishes a communication path between the user and a remote operator for further communications.

Abstract: The invention provides computing devices and systems for railroad control and automation in railyards and on rail lines. A computing device has a housing having a front, a back, a top, a bottom, an exposed side, and an unexposed side, as well as an interior. The interior of the housing is adapted to support a communications bus, a processor board with a digital signal processor having memory thereon coupled to the communications bus. The memory stores a unique device identification. Additionally in the interior is an input/output board coupled to the communications bus, and a user-interface board coupled to the communications bus. The front has a user-viewable screen adapted to display a plurality of alphanumeric characters, and a user-interactive input device adapted to allow a user to scroll through alphanumeric data displayed on the screen.

Abstract: A locomotive has DC or AC traction motors, powered by a hydrogen fuel cell, and optionally other sources such as regenerative braking. The traction motors of the locomotive may be connected to a set of independent DC choppers or AC inverters, linked via a common DC bus, configured to regulate power from the one or more power sources. A manager module, among other functions, may receive inputs and signals to coordinate delivery of electricity from the sources to the motor. A method for retrofitting a legacy locomotive may include removing a generator and a control apparatus configured for diesel fuel, and installing a kit of apparatus configured to be powered by a hydrogen fuel cell. A railway system for use by locomotives powered by hydrogen has one or more hydrogen-generation stations deployed near a track of the railway system.

Abstract: In one aspect, a mobile railway asset monitoring apparatus is provided that includes a sensor configured to produce a signal indicative of a rotation of a wheelset of a mobile railway asset. The apparatus further includes a processor to receive data corresponding to a ground speed of the mobile railway asset. The processor is operably coupled to the sensor, the processor configured to estimate a running dimension of the wheelset based at least in part on the rotation of the wheelset and the ground speed of the mobile railway asset. The processor is configured to determine at least one parameter of the mobile railway asset based at least in part on the running dimension of the wheelset.

Abstract: A method for train positioning includes: periodically transmitting, by a balise transmission module (BTM), balise data to a vehicle on-board controller (VOBC) according to a rule; periodically receiving, by the VOBC, the balise data transmitted by the BTM, and periodically obtaining a data frame, the data frame comprising a current traveling time tn, a current traveling speed vn, and a current traveling distance sn of a train; and determining, by the VOBC based on the received balise data and the obtained data frame, a location of the train when the train passes a balise.

Abstract: In variants, the system can include a set of vehicles, cooperatively capable of forming a platoon. Each vehicle within the platoon can be configured to operate based on feedback from other vehicles within the platoon. In examples, a vehicle can selectively brake based on feedback from other vehicles within the platoon.

Abstract: Provided is a relative velocity train protection method and apparatus. The method includes he following steps: a preceding train and a following train in two successive trains calculate their safe spatial-temporal trajectory information in a stopping process using an electronic map, velocity measurement and positioning information, and performance of the train (S11); the following train obtains the spatial-temporal trajectory information of the preceding train through vehicle-to-vehicle communication (S12); the following train creates a safety condition according to a constraint that a position of the following train does not surpass that of the preceding train at any time, and solves the emergency brake intervention (EBI) velocity of the following train (S13); the following train determines whether its measured velocity v2(t0) exceeds the EBI velocity E2(t0), and if so, make the following train decelerate until the following train stops (S14).

Abstract: A disclosure relates to a degradation management method for a versatile signal system, a device and a medium. The versatile signal system supports both the CTCS system for the national railway and the CBTC system for the urban railway; the method controls the safety of trains equipped with the CTCS system or the CBTC system on the same line, and effectively conducts degraded operation management; and the management method comprises switching between normal operation modes of the CTCS system and the CBTC system, switching between degraded operation modes, and switching between normal operation modes and degraded operation modes in a shared area. Compared with the prior art, the disclosure has the advantage that effective degradation operation mode management on trains running on a line under a CTCS+CBTC signal system is realized.

Abstract: A paint sprayer includes a cart assembly supporting a motor and a fluid intake conduit. The cart assembly has a frame with a pair of spaced-apart legs for supporting the cart assembly in an upright position, a telescoping handle movable between a retracted handle position and an extended handle position, an upper bracket projecting from the telescoping handle and a telescoping support movable between a retracted support position and an extended support position. The telescoping support supports the cart assembly in an inclined position between the upright position and a horizontal position of the cart assembly. The cart assembly has a pair of lower wheels for rolling the cart assembly when tilted back from the upright position and at least one upper wheel disposed on the telescoping handle for rolling the cart assembly along with the pair of lower wheels when in the horizontal position.

Abstract: Adjustable handle assemblies as well as rolling assemblies incorporating the same are provided. The handle assemblies include a push button, a spring-loaded gear, a handle, and a base member, allowing for dynamic adjustment between released and locked positions. Actuation of the push button enables free rotation of the handle or secure locking at a predetermined angle, providing users with ergonomic comfort and stability during transportation. The rolling assembly further includes a robust frame structure, multiple wheel assemblies, and optional telescoping members, accommodating various transportation needs. Embodiments of the invention offer a comprehensive solution for urban commuters, travelers, and household users, combining ergonomic design, intuitive controls, and compact portability for seamless transportation of objects in diverse environments.

Abstract: A “zero turn radius” batch cart for delivering loads of raw concrete mix over difficult and uneven construction job sites transports a tiltable, load-receptive hopper displaceable between load bearing and load discharging positions. The rigid chassis is supported by front, hydraulically powered drive wheel assemblies and a pair of rear caster wheels for steering effects. An internal combustion engine, with its own throttle control, drives a hydraulic pump that powers separate hydraulic motors and valves for operating the cart. The front-mounted drive wheel assemblies are independently, hydraulically driven and each can be rotated forwardly or rearwardly independently of the other. Quick and precise zero-turn radius steering movements will result when the front wheel assemblies rotate in different directions, in combination with the caster rear wheel assemblies that exhibit negative caster.

Abstract: A control method for a stair climber having a support frame; a motorized mechanical group; a stabilizing element; a sensor detecting steps during the descent process; and a processing and control logic unit connected to the sensor, the stabilizing element, and the mechanical group. The control method includes a descent process, in which the logic unit commands the mechanical group to advance the climber until the sensor detects a first step; the logic unit stops the mechanical group interrupting the advancement of the climber; the logic unit commands the extraction of the stabilizing element to arrange it in an operating configuration; the logic unit commands the mechanical group so that the climber advances until the sensor detects a second step; the logic unit commands the retraction of the stabilizing element to arrange it in a rest configuration; and the logic unit commands the group so that the climber advances again.

Abstract: A system to transport infant children usable as an integrated unit or with a universal tower attachment system is provided that includes a base configured to be secured to a portion of an automobile; a chassis releasably coupled to the base; and a shell. The shell includes a frame configured to support an infant; a carrying handle movably coupled to the frame at a hub; a first latch operable to selectively, releasably couple the shell to the chassis; and a second latch adjacent the hub to selectively, releasably couple the shell to the tower attachment system. The shell may be selectively coupled to the chassis or to the tower attachment system.

Abstract: A golfing push cart with child seat is disclosed. The apparatus is comprised of a collapsible, golfing push cart having at least three wheels with a selectively-removable child seat thereon. The push cart has a top support that engages said seat from underneath. The seat has a locking belt and expanding canopy to keep a child in place and protect them from weather and stray balls. An object of the apparatus is to provide a means to allow users to have one or more of their children join them on the golf course.

Abstract: A base for an infant transport system is provided. The base may include a frame having opposed side walls. In some aspects, the frame is configured to be secured to a portion of an automobile. The base may further include a pair of wheel guards that are each wheel removably coupled to one of the opposed side walls of the frame.

Abstract: An adjustment device for vehicle steering columns has a steering shaft to which a steering element can be attached, and a drive unit for adjusting a length of the steering shaft. The steering shaft has at least two tubes, which engage into each other in a telescoping manner, can be moved relative to each other, and can in each case be driven by a drive unit. The two drive units are arranged next to each other in the region below the adjustment device. If the two tubes are inserted into each other, the adjustment device only has a short length, which is measured in the displacement direction of the tubes. Conversely, if the tubes are extended in a telescoping manner, a very large length adjustment range can be achieved despite the short length in the starting position.

Abstract: A steering column device includes a column shaft to which a steering wheel is fixed, and a steering column that rotatably supports the column shaft. The steering column includes a housing that is configured to be supported by a vehicle body, a column tube that is accommodated in the housing so as to be movable in an axial direction, and a contact pad that is disposed between the housing and the column tube. The contact pad is fixed to the column tube, and is also configured to press against the housing from an inner side.

Abstract: An actuator with reverse input blocking clutch has a function of switching the reverse input blocking clutch to a state in which torque can be transmitted between an input member and an output member, in a state in which reverse torque is input to the output member from an output-side mechanism, by applying torque to the input member by an actuator in an opposite direction to a direction of the reverse torque, and then by giving an instruction to the actuator to apply torque having a magnitude smaller than a magnitude of the reverse torque to the input member in the opposite direction, transmitting the reverse torque to the input member.

Abstract: An adjusting device for automatically adjusting a worm on a worm wheel of a worm gear for an electromechanical auxiliary power steering system for a vehicle, includes a spring, a guide linkage, and a pressure piece. The spring is shaped so as to exert a spring force onto the guide linkage in order to radially push the guide linkage towards the worm. The guide linkage is designed to transmit the spring force onto the pressure piece. The pressure piece, which is connected to the guide linkage, is designed to contact a worm section of the worm in order to exert an adjusting force, which is produced by the spring force, onto the worm. The adjusting device additionally has a clamping device which is designed to prevent the guide linkage from moving back away from the worm.

Abstract: An apparatus for controlling a motor driven power steering system of a vehicle and a method thereof are disclosed. The apparatus includes: first and second memories configured to store execution programs therein; and first and second processors operatively coupled to the first and second memories, respectively, wherein the first and second processors are configured to: receive an input of a command steering angle from an upper level system by driving the execution programs, calculate a command current for a position control by receiving a feedback of sensing results from first and second sensing modules configured to sense respective operation states of first and second driving motors for steering vehicle wheels, and drive the first and second driving motors by compensating for the command current after exchanging compensation information by an output limit rate through first and second communication modules.

Abstract: The present disclosure normally controls steering of a vehicle by each ECU even when failure occurs in an Inter Micro CAN (IMC) network utilized for communication between Electronic Control Units (ECUs) in a redundancy system of electric power steering (EPS), thereby stably controlling the steering and reducing unwieldiness to the driver.

Abstract: A method and a device for obtaining data relating to road conditions for vehicles with a steering motor or motors, wherein the power consumption of the steering motor or motors is measured during vehicle operation, and the power consumption data are transmitted to a driver assistance system and/or stored on a storage medium.

Abstract: The vehicle control device controls steering of the target vehicle. The vehicle control device sets a steering angle upper limit value, which is an upper limit value of the steering angle of the target vehicle that limits the lateral acceleration of the target vehicle to a predetermined lateral acceleration or less, based on the traveling state of the target vehicle, and controls the steering of the target vehicle so that the steering angle of the target vehicle becomes equal to or lower than the steering angle upper limit value.

Abstract: The present disclosure relates to a rear wheel steering apparatus and a control method thereof, which can detect stick-slip that may occur during the operation of a rear wheel steering (RWS) system, thereby controlling the performance of a motor in a variable manner, and can control the motor to operate in a limited operation mode only when the stick-slip has occurred during the operation of the RWS system, thereby reducing the noise generated by the stick-slip and the shock transmitted to a vehicle.

Abstract: A vehicle hitching assistance system includes a controller executing an initial alignment process including searching for a trailer within a specified area of image data that is less than a total field of the image data in directions corresponding with both a longitudinal distance between the vehicle and the trailer and a lateral direction perpendicular to the longitudinal distance, presenting an indication to a driver of the vehicle to reposition the vehicle when the trailer is not identified within the specified area, and removing the indication when the trailer is identified within the specified area. The controller further executes an automated backing process upon identifying the trailer within the specified area, including identifying a coupler of the trailer and outputting a steering signal to the vehicle to cause the vehicle to steer to align a hitch ball of the vehicle with the coupler of the trailer during reversing.

Abstract: A backward movement control device performs a backward movement control of an articulated vehicle including a tractor that includes steered wheels and a trailer towed by the tractor. The tractor is equipped with a steering control device that executes feedback control for causing a steered angle of the steered wheels of the tractor to follow a target steered angle. The backward movement control device includes a control unit configured to calculate the target steered angle such that a virtual steered angle follows a target virtual steered angle when a backward movement operation of the articulated vehicle is performed. The virtual steered angle is a steered angle of steered wheels that are virtually present in the trailer if the trailer is regarded as a rigid vehicle. The target virtual steered angle is a target value of the virtual steered angle that is set through a specific operation by an operator.

Abstract: The invention relates to a crash management system (100) for a motor vehicle, the crash management system (100) comprising: a crossbeam (10) having a front wall (16), a rear wall (18) and at least two transverse walls (19, 20) connecting the front wall (16) to the rear wall (18) and forming a closed cross section of the crossbeam (10); crash boxes (12) disposed at a distance from each other and connected to the crossbeam (10) and configured to connect the crossbeam (10) to a vehicle structure; and a receiving element (25) for attaching a towing lug, the receiving element (25) being connected to the crossbeam (10) laterally next to one crash box (12), the crossbeam (10) having respective receiving openings (47, 48) in the area of its front wall (16) and its rear wall (18), each receiving opening (47, 48) being adapted to the cross section of the receiving element (25).

Abstract: A floor structure for a passenger car includes side sills which define at least one respective hollow space and which are connected to a vehicle floor. Crossmembers extend between the side sills. Respective energy absorption elements run along the side sills where the energy absorption elements have at least one non-linear longitudinal region in their longitudinal course.

Abstract: Land vehicles, modular systems for forming monocoques of land vehicles, and methods of forming monocoques of land vehicles using modular systems are disclosed herein. In certain embodiments, the land vehicles are provided as delivery vehicles and/or utility vehicles. A land vehicle includes a monocoque supporting a plurality of wheels to permit movement of the vehicle relative to an underlying surface in use of the land vehicle.

Abstract: A front pillar structure, includes: a front pillar outer panel having an outer flange part at a vehicle forward side and a vehicle rearward side; a front pillar inner panel having an inner flange part joined to the outer flange part at each of the vehicle forward side and the vehicle rearward side; an outer bulkhead joined to the front pillar outer panel so as to configure a closed cross-sectional shape with the front pillar outer panel; an inner bulkhead that is joined to the front pillar inner panel so as to configure a closed cross-sectional shape with the front pillar inner panel, and that is disposed at a vehicle rearward side of the outer bulkhead, so as to overlap with the outer bulkhead in a vehicle width direction; and a cowl top side panel disposed at a vehicle forward side of the front pillar outer panel.

Abstract: A roof of a vehicle, such as an agricultural vehicle, may include a first roof panel and a second roof panel. The first roof panel and the second roof panel may be connected along an interface the defines a passageway. The first roof panel and the second roof panel may define a path extending generally longitudinally along the roof with the first roof panel and the second roof panel sloping away from the path toward a first lateral side of the roof and a second lateral side of the roof. The passageway may extend laterally from the first lateral side to the second lateral side.

Abstract: A vehicle front compartment structure and a vehicle. The vehicle front compartment structure includes a front anti-collision beam, a front longitudinal beam, an upper side beam, and an energy-absorbing box. A side of the energy-absorbing box is connected to the front anti-collision beam. The front longitudinal beam and the upper side beam are separately connected to another side of the energy-absorbing box. A first force transmission structure is formed through the front anti-collision beam, the energy-absorbing box, and the upper side beam. A second force transmission structure is formed through the front anti-collision beam, the energy-absorbing box, and the front longitudinal beam.

Abstract: A vehicle body includes a first body panel, a second body panel and an insert. The second body panel is attached to an underside of the first body panel. The insert extends through the second body panel. The insert has a head, a shaft and a plurality of fins disposed along the shaft. The head is disposed on an exterior side of the second body panel. The shaft and the fins are disposed in a cavity between the second body panel and the first body panel. The insert further has an expandable foam provided on at least one of the shaft and one or more of the fins.

Abstract: A vehicle charger attachment structure includes: a rear floor panel provided at a vehicle rear part and having a concave part; a first bracket that is curved along a peripheral part of the concave part and fixed to the rear floor panel; and a second bracket that is formed with a hat-shaped cross section and fixed to a bottom part of the concave part, and that has a second attachment part to which a charger is attachable, wherein: one end part of the first bracket is disposed at a position that overlaps in plan view with a side member that is joined to the rear floor panel and extends in a vehicle front-rear direction, and another end part of the first bracket is disposed at a position that overlaps in plan view with a component joined to the rear floor panel.

Abstract: A redesigned vehicle and aircraft interior structure made of molded rubber, which replaces traditional metal structures. The molded rubber structure is made using a rubber molding process and provides stability to the vehicle or aircraft and reduces damage in the event of a collision. The structure includes various cavities for accommodating different vehicle components such as the engine, windshield screen, trunks, and more. The metal body of the vehicle or aircraft is attached to the rubber structure using adhesive or fasteners for aesthetic purposes. The new design of the present invention can make repairs more manageable and less costly since the rubber structure is easier to manipulate than metal.

Abstract: An accessory mounting system is provided. The accessory mounting system supports an accessory, such as a truck bed cap, on a truck bed sidewall. The accessory mounting system includes at least one support block configured to be positioned within a pocket in a sidewall cap of the truck bed sidewall and extend from a top surface of the truck bed sidewall located under the sidewall cap; and the at least one support block includes a top surface configured to support the accessory and a bottom surface that is configured to be supported by the truck bed sidewall.