Abstract: A vehicle shifting mechanism includes a transmission box, a gear-shifting driving unit and a gearshift lever. Through electrical connection between a manual switch and the gear-shifting driving unit, the operation of controlling the forward or reverse gear is carried out, so that the gear-shifting driving unit drives the gearshift lever to produce the action of pushing down the gear or pushing up the gear. Through an auto switch located beside the grip of the vehicle, and in cooperation with a vehicle control unit, when the auto switch is turned on to be in automatic shift mode, the vehicle control unit receives the data of the main power motor or the engine speed and torque load of the vehicle to activate the gear-shifting driving unit to drive the gearshift lever to generate a fully automatic downshifting gear or an upshifting gear and a neutral gear control.

Abstract: A vehicle includes an outer panel, an inner panel, and an alcohol sensor. The outer panel is opposed to the outside of the vehicle. The inner panel is opposed to a vehicle compartment of the vehicle and has an opening. The alcohol sensor is provided in a space between the outer panel and the inner panel and spaced apart from the outer panel. The alcohol sensor is configured to detect an alcohol component included in exhaled breath of an occupant of the vehicle. The opening is provided on the inner panel at a location corresponding to the alcohol sensor, and couples the vehicle compartment and the space.

Abstract: A driver feeling bothered due to a proposal of unnecessary driving assistance functions is curbed. A driving assistance function proposal system for acquiring an operation history of a driving assistance function including position information from a plurality of probe vehicles and proposing use of the driving assistance function corresponding to a proposal point set on the basis of the operation history to a driver of a proposal target vehicle when a determination is made that the proposal target vehicle reaches the proposal point, in which the driving assistance function proposal system does not propose the use of the driving assistance function to the driver when a prior use frequency or the number of prior uses of the driving assistance function of the proposal target vehicle at the proposal point is equal to or greater than a proposal unnecessariness threshold.

Abstract: A vehicular parking assist system includes a plurality of sensors disposed at a vehicle and sensing exterior of the vehicle. The vehicular parking assist system, via processing of captured sensor data, and while the vehicle is conducting a parking maneuver, detects an object and tracks location of the detected object relative to the vehicle until the detected object leaves a field of sensing of the at least one sensor of the plurality of sensors. The system, after the detected object leaves the field of sensing of the at least one sensor, predicts location of the detected object relative to the vehicle. The system, upon completion of the parking maneuver, determines that the detected object is hazardous based on the predicted location of the detected object relative to the vehicle, and responsive to determining that the detected object is hazardous, restricts opening of a door of the vehicle.

Abstract: In one embodiment, a method includes a computing system obtaining, via one or more sensors of a personal mobile vehicle (PMV), a reflection signal indicating a characteristic of a road surface of an environment external to the PMV. The computing system may determine one or more characteristic factors of the road surface of the environment external to the PMV based on the reflection signal. The computing system may generate a vulnerable road user (VRU) classification probability distribution by using a machine learning classifier. The VRU classification probability distribution indicates whether a combination of the one or more characteristic factors is associated with the VRU. The computing system may determine, based on the VRU classification probability distribution, that the road surface is associated with the VRU. The computing system may present an alert message to a display associated with the PMV.

Abstract: A system including a first sensor, a second sensor, and one or more processors. The one or more processors are configured to receive a first signal from the first sensor configured to detect a presence of a king pin within a throat of a fifth-wheel hitch of a vehicle, the first sensor coupled to the fifth-wheel hitch of the vehicle; assign a first value to the first signal; receive a second signal from the second sensor configured to detect a jaw of the fifth-wheel hitch, the second sensor cooperatively coupled to the fifth-wheel hitch of the vehicle; assign a second value to the second signal; determine if the first value exceeds a first threshold; determine if the second value exceeds a second threshold; and responsive to at least one of the first value not exceeding the first threshold or the second value not exceeding the second threshold, disable the vehicle.

Abstract: The navigation of an AV in an environment may be planned based on a model of a restricted traffic zone in the environment. Information of the environment (e.g., a vector map, information of one or more objects, a temporal sequence of semantic grids, a query grid, etc.) may be input into a neural network. The neural network may include a CNN and a GNN. The map and tracks may be input into the GNN. The temporal sequence of semantic grids or query grid may be input into the CNN. The neural network may output edges of the restricted traffic zone. The neural network may output a grid of points representing locations in the environment and information indicating drivability of each respective point. The neural network may output one or more polylines dividing the environment into regions and information indicating whether the AV can drive to or in each respective region.

Abstract: A control system for autonomous drive of a heavy-duty vehicle, comprising an autonomous drive, AD, controller configured with a trajectory tracking function arranged to track a desired vehicle trajectory is provided. A first vehicle model models a response by the vehicle to a requested steering angle. The AD controller generates a steering angle request based on the desired vehicle trajectory and on the first vehicle model. The control system includes a vehicle motion management, VMM, function arranged to receive the steering angle request from the AD controller, where the VMM function comprises a second vehicle model configured to be aligned with the first vehicle model, where the VMM function is arranged to obtain a desired vehicle behavior based on a response of the second vehicle model to the steering angle request, where the VMM function is arranged to determine motion support device control set points in dependence of the desired vehicle behavior.

Abstract: The method for autonomous vehicle control preferably includes sampling measurements, determining refined sensor poses based on the measurements, determining an updated vehicle pose based on the measurements and operation matrix, optionally determining evaluation sensor poses based on the refined sensor poses, optionally updating the operation matrix(es) based on the evaluation sensor poses, and/or any other suitable elements. The system for autonomous vehicle control can include one or more vehicles, one or more sensors, one or more processing systems, and/or any other suitable components.

Abstract: Provided herein is an artificial intelligence-based mobile roadside intelligent unit (MRIU) for providing, supplementing, and/or enhancing the control and operation of autonomous vehicles in normal and long-tail scenarios. The MRIU comprises a computing module configured to provide supplemental computation capability for autonomous driving. The MRIU comprises a communication module to communicate and exchange data with a vehicle or a cloud. The MRIU provides prediction, decision-making, and/or control functions for autonomous driving. The MRIU provides edge computing capability for autonomous vehicles to train and operate artificial intelligence-based intelligent driving models in a distributed fashion. Specifically, an edge computing unit conducts data fusion and data feature extraction, provides prediction, formulates control strategies, generates vehicle control instructions, and/or distributes vehicle control information and/or instructions for an autonomous vehicle.

Abstract: A method is provided for predicting trajectories of a plurality of road users. For each road user, a set of characteristics detected by a perception system of a vehicle is determined, wherein the set of characteristics includes specific characteristics associated with a predefined class of road users. The set of characteristics is transformed to a set of input features for a prediction algorithm via a processing unit of the vehicle, wherein each set of input data comprises the same predefined number of data elements. At least one respective trajectory for each of the road users is determined by applying the prediction algorithm to the input data.

Abstract: The present disclosure relates to navigational systems for vehicles. In one implementation, such a navigational system may a first output from a first sensor and a second output from a mapping system; identify a target object in the first output; and determine, based on the first output, a detected driving condition associated with the target object and whether the condition triggers a navigational constraint. If the navigational constraint is triggered, the system may cause a first navigational adjustment. If the navigational constraint is not triggered, the system may determine whether a representation of the target object is included in the second output. If the representation of the target object is included in the second output, the system may cause a second navigational adjustment. If the representation of the target object is not included in the second output, the system may forego any navigational adjustments.

Abstract: A system and method of transitioning control of a vehicle from an autonomous control state to a manual control state is provided. A transition point is determined at which control of the vehicle changes from the autonomous control state to the manual control state. At least one task is presented to a driver in advance of the transition point. Whether the response of the driver to the at least one task indicates preparedness of the driver is determined. Control of the vehicle is transitioned from the autonomous control state to the manual control state when the driver is determined to be prepared. The transition from the autonomous control state to the manual control state is prevented when the driver is determined to not be prepared.

Abstract: A driving handover control device includes a memory and a processor coupled to the memory. In a case in which driving is handed over from a first state in which a vehicle travels in accordance with instruction from a first remote operator of the vehicle to a second state in which the vehicle travels in accordance with instruction from a second remote operator who is different from the first remote operator, the processor implements a transition from the first state to a third state in which the vehicle travels autonomously without instruction from the first remote operator or the second remote operator, and, after the transition from the first state to the third state, implements a transition from the third state to the second state.

Abstract: A railroad box car has a combined underframe and floor structure that includes a floor sheet having an upper surface upon which to carry lading, and an underside to which a center sill, cross-members, and floor stringers are welded. The floor sheet defines the upper flange of the center sill, the cross-members, and the stringers, such that the center sill, cross-members, and stringers are mutually flush. For assembly, the floor sheet is upside-down, and the center sill webs, stringers, and tie-down mounting rails to it with longitudinal welds. The cross-members and center sill web separators are positioned cross-wise and welded in place. The floor sheet is a non-nailable surface that caps the underframe structure. The stringers are channels welded toes-in to the underside of the floor sheet with the spacing between the center sill web, stringer toes, and edge channel rails being roughly equal.

Abstract: A cryostat device for a superconducting magnetic levitation train includes a conduction assembly, a support assembly and a refrigeration assembly. The conduction assembly includes a conduction shell, a copper box arranged in the conduction shell, and a thermally-conductive support rod assembly. A top of the thermally-conductive support rod assembly is connected with a bottom of the copper box. A bottom of the thermally-conductive support rod assembly is connected with a bottom wall of the conduction shell. A top of the copper box is provided with a superconducting bulk accommodating cavity. The bottom of the copper box is provided with a cooling energy connecting end. A top of the support assembly is configured to support the conduction assembly. A bottom of the support assembly is connected with a bogie chassis. The refrigeration assembly is provided with a cooling energy input end connected with the cooling energy connecting end.

Abstract: Methods are provided that may include determining one or more of a vibration characteristic or a fluid characteristic of one or more components of a vehicle and determining one or more expected characteristics for the one or more of the vibration characteristic or the fluid characteristic. The methods may also include determining whether the one or more of the vibration characteristic or the fluid characteristic deviates from the one or more expected respective characteristics, and implementing one or more responsive actions in response to determining that the one or more of the vibration characteristic or the fluid characteristic deviates from the one or more expected characteristics.

Abstract: An automatic train operation assistance device includes a data extraction unit that acquires operation data including the operation of a train and load factors of the vehicles of the train from a data collection device that collects equipment data on the train, a feature extraction unit that extracts, using the operation data, operation data on an inter-station including a travel time taken by the train to travel from a first station to a second station and a stoppage time for which the train is stopped at the first station or the second station, as features, and an operation prediction unit that constructs a prediction model using the features, and predicts the future operating conditions of the train including the future position of the train, using the prediction model and current features.

Abstract: A safety system and related methods for a train are disclosed. A control system receives data from sensor(s) located at an engine or car of the train and determines if any stored safety parameters are exceeded. If so, the controller activates a safety device of the engine or car to slow or stop the train, transmits an electronic notification indicating activation of the safety device to a first remote device and the second remote device, and prevents deactivation of the safety device unless and until an authenticated override authorization is received from both the first and second remote devices.

Abstract: The present disclosure provides a camping trolley, including a front trolley frame and a rear trolley frame, an upper folding frame and a lower folding frame which are opposite to each other at top and bottom are connected between two sides of each of the front trolley frame and the rear trolley frame; the upper folding frame includes an upper bending frame connected to the front trolley frame; the lower folding frame connected to the front trolley frame; each of the upper bending frame and the lower bending frame includes a front frame section and a rear frame section; the front frame section is connected to the front trolley frame; a space is reserved between the front and the rear frame section, and the front and the rear frame section are rotatably connected through a bending assembly; and the upper folding frame is sleeved with elastic cloth.

Abstract: A collapsible cart configured to convert from a collapsed position to an expanded position, the cart having opposing side walls and a bottom wall, and, in the expanded position, forming one or more open compartments which may be enclosed by a cover comprising one or more panels. The side walls may include one or more pairs of panels rotatably together connected at joints such that distal edges of each pair of panels are rotatable inwardly toward each other and a collapsed position or outwardly away from each other toward an expanded position. Also, disclosed is a motorized collapsible cart.

Abstract: A dolly that is expandable and capable of raising and transporting small or large objects is disclosed. The dolly includes a pair of frames facing each other. The dolly includes a platform positioned over each the frames. The dolly includes a bar receiving section extending from each of the frames. The bar receiving section includes a first hole at its distal end. The dolly includes an elongated bar comprising second holes. The dolly includes pins. The elongated bar inserts through the bar receiving sections such that the second holes align with the first holes in the bar receiving sections and adjust the distance between of the frames. The pins insert through the first holes and the second holes and lock the distance between of the frames. The platforms receive an object such as container, piano, packaging box, etc. for transportation.

Abstract: Devices, assemblies, systems, and methods are disclosed for stabilizing a cart. An example cart is a surgical cart having a robotic arm thereon. A stabilizer system may be part of or used with the cart to stabilize the cart at a location. The stabilizer system may include a stabilizer and an actuator. The stabilizer may have a foot and a biaser configured to bias the foot to a retracted position and contribute to an amount of force applied to a floor supporting the cart when the foot is in a deployed position. The actuator acts on the stabilizer to overcome a bias force biasing the stabilizer to the retracted position and cause feet of the stabilizer to contact the floor. Once the feet of the stabilizer contact the floor, a spring of the biaser causes the foot to apply a predetermined force amount to the floor.

Abstract: A stroller includes a stroller frame, a carrier, and a carrier adjusting mechanism including a base, a locking structure, a locking device, a limiting structure, and a release actuator. The base is connected to the stroller frame. The locking structure is connected to the carrier and pivoted to the base. The locking device is disposed between the base and the locking structure. The locking device includes a first engaging structure, a second engaging structure, and a locking member. The locking member is engaged with the first engaging structure at a first position or the second engaging structure at the second position. The limiting structure is disposed between the locking structure and the base for limiting a rotation range of the locking structure. The release actuator is connected to the locking device for disengaging the locking member from the first engaging structure or the second engaging structure.

Abstract: A basket and a stroller with the basket are disclosed. The stroller includes a frame, a seat and a basket. The seat is disposed on the frame, and the basket is connected to the frame and located under the seat. The basket includes a bottom, a front stopper, a rear stopper and two side stoppers. The front stopper, the rear stopper and the side stoppers are connected to a front side, a rear side, and left and right sides of the bottom respectively. By the movement of the rear stopper with respect to the bottom, the deformation of the rear stopper itself, or the detachable connection of the rear stopper to the bottom, an opening for objects to enter the basket is formed at a rear side of the basket.

Abstract: A steering assembly includes: a steering wheel (1), a support frame (2) and a flexible touch display screen (3). The support frame (2) is arranged at a center of the steering wheel (1) and fixedly connected to the steering wheel (1). The flexible touch display screen (3) is fixed on the support frame (2) and includes a piezoelectric device (31). The steering assembly can realize the functions displayed on the steering wheel, and the haptic feedback function and sound-emitting function, enhancing the authenticity and immersion of human-computer interaction. An automobile is further provided.

Abstract: A hand wheel actuator assembly, the hand wheel actuator assembly includes a motor. The hand wheel actuator assembly also includes a motor shaft coaxially aligned with a motor axis, the motor shaft rotatably coupled to the motor, and the motor configured to cause rotation of the motor shaft about the motor axis. The hand wheel actuator assembly further includes a hand wheel shaft coaxially aligned with a hand wheel axis, the hand wheel shaft spaced from and parallel to the motor shaft, wherein the motor shaft is coupled to the hand wheel shaft by a belt. The hand wheel actuator assembly yet further includes a circuit board located between the belt and the motor.

Abstract: A ball screw drive for a vehicle steering system is provided, with the ball screw drive including a nut configured to receive torque from a power transmission drive. The nut has internal threads, and external threads are provided on the nut or connected thereto for rotation with the nut. A threaded spindle having a spindle thread is provided, with the threaded spindle being drivable by the internal threads of the nut such that rotary motion of the nut is translated into linear motion of the threaded spindle. A rotational angle sensor is provided having a sensor gear that is rotatably driven by the external threads of the nut, and the rotational angle sensor is configured to generate an electric signal based on a rotational position of the sensor gear.

Abstract: A steering system is provided. The steering system includes a housing and a ball shaft translatable relative to the housing. A ball nut is rotatably mounted within the housing. Rotation of the ball nut responsively causes the ball shaft to translate relative to the ball nut and the housing. The ball shaft has an opening extending therethrough. A pin is separate from the ball shaft and inserted into the opening. The pin engages the housing to limit rotation of the ball shaft relative to the housing.

Abstract: Provided is a self-power-assisted-steering steering gearbox, including a steering gearbox body. The steering gearbox body is connected to a steering wheel and includes a pair of steering track rods arranged coaxially. The pair of steering track rods is connected on end portions close to each other through a steering rack. A shaft sleeve is sleeved outside the steering rack. The steering gearbox further includes a gear box, where a gear train is arranged in the gear box, and an axial direction of the gear train and an axial direction of the steering rack are obliquely arranged in a cross manner; a torque sensor; and a power-assisted motor, where a motor shaft of the power-assisted motor is partially arranged in the gear box in a penetrating manner, and an axis of the motor shaft and the axial direction of the gear train are obliquely arranged in a cross manner.

Abstract: A steering control system and method for safe driving may control steering of a vehicle by sharing steering control information between control modules of the plurality of steering control devices through a communication channel even when abnormality such as a failure or fault occurs in one or some control modules included in the plurality of steering control devices.

Abstract: An apparatus for operating a load-controlled hydraulic supply of an agricultural tractor includes a hydraulic pump which is adjustable with respect to the displacement volume for supplying pressurized hydraulic fluid, a proportional valve which is electrically actuatable, a primary hydraulic consumer to carry out a superordinate hydraulic function and to be directly connected to a conveying outlet of the hydraulic pump, a secondary hydraulic consumer to carry out a subordinate hydraulic function and to be connected to the conveying outlet of the hydraulic pump via the proportional valve, and a control unit configured to move the proportional valve into a closed valve position when the control unit recognizes that at least one of a required power of the primary and secondary hydraulic consumers exceeds the conveying capacity of the hydraulic pump and the subordinate hydraulic function of the secondary hydraulic consumer is inactive.

Abstract: A hydraulic steering system (1) including a supply port arrangement having a supply port (P) and a return port (T), a working port arrangement having two working ports (L, R), and a measuring motor (4). The steering behavior of such a steering system should be improved. To this end for each steering direction the measuring motor (4) is arranged in flow direction between the working port (L, R) and the return port (T).

Abstract: A steering control system comprises: a first steering controller including a first input-side control module generating first steering control information and a first output-side control module controlling a steering motor; and a second steering controller including a second input-side control module generating second steering control information and a second output-side control module controlling the steering motor. The steering control system is configured to, when steering of a vehicle is unable to be controlled by the first steering controller and the second steering controller, receive autonomous driving steering information to control the steering of the vehicle or transmit the first or second steering control information to perform cooperative control, thereby enhancing safe driving and being capable of controlling the steering of the vehicle even when a failure occurs in one or more control modules included in the steering control system.

Abstract: Methods and systems are provided for operating a vehicle having a trailer pivotally coupled thereto for towing of the trailer. The system may include a steering system including a steering wheel for controlling front wheels of the vehicle, a sensor system configured to sense a steering wheel angle of the steering wheel, and a computer system onboard the vehicle and operatively coupled to the steering system and the sensor system, the computer system configured to, by a processor: monitor the steering wheel angle of the steering wheel of the vehicle while the vehicle is operated to move the vehicle and the trailer in a reverse direction relative thereto, and adjust front wheels of the vehicle in a direction relative to a central longitudinal axis of the vehicle such that the trailer turns in an opposite direction as a direction of rotation of the steering wheel about the axis thereof.

Abstract: Techniques are provided for vehicle oscillation control. In one embodiment, the techniques involve identifying an oscillation at a steering wheel or steering column of a vehicle, upon determining that the oscillation exceeds an oscillation of interest threshold, identifying the oscillation as an oscillation of interest, classifying a cause of the oscillation of interest, and mitigating the oscillation of interest based on the classification of the cause.

Abstract: An active rear steer (ARS) system for a vehicle includes: a rear wheel steering actuator; and an ARS module. The ARS module is configured to operate in a preemptive active rear steer (PARS) wheel yaw control mode and i) receive signal data from first sensors, ii) determine a target PARS wheel angle based on the signal data, iii) determine a target ramp-in rate for the target PARS wheel angle, and iv) preemptively at least one of prevent and mitigate an oversteer event or an understeer event of the vehicle including controlling the rear wheel steering actuator to preemptively adjust a rear wheel angle of the vehicle based on the target PARS wheel angle and the target ramp-in rate.

Abstract: The present concept relates to a compensation system (105) for compensating a trailer sway (107) of a vehicle trailer (110) for a towing vehicle (100). The compensation system (105) comprises a read-in interface (115) and a compensation device (120). The read-in interface (115) is designed to read in a vehicle yaw-rate signal (125) that represents a vehicle yaw-rate and/or a vehicle yaw-rate change of the towing vehicle (100). The compensation device (120) is designed to determine a superposition angle (200) for superposition on a rear-axle steering angle (130) of the towing vehicle (100), when at least the vehicle yaw-rate and/or the vehicle yaw-rate change is within a defined yaw-rate fluctuation range, and/or to emit the superposition angle in the form of a superposition angle signal (135) to a rear-axle steering device (140) of the towing vehicle (100), in order to enable the compensation of the trailer sway (107).

Abstract: A vehicle steering knuckle and a vehicle are provided. The vehicle steering knuckle includes a connecting portion, a weakening portion, a first positioning portion and a second positioning portion. The weakening portion and the first positioning portion are provided on the connecting portion; the first positioning portion is connected to a vehicle steering rod, and the second positioning portion is connected to a vehicle front suspension frame; one end of the weakening portion is connected to the connecting portion, the other end of the weakening portion is connected to the first positioning portion. The weakening portion includes at least one notch and at least one arc portion. The arc portion is provided at a connection position between the weakening portion and the first positioning portion, and the notch is provided in the arc portion, so as to enable the vehicle steering rod to break the weakening portion.

Abstract: A position detection device, configured to detect a position of a shaft that moves forward and backward in an axial direction, is provided with an excitation coil that generates an alternating magnetic field; a target which is fixed to the shaft and in which a magnetic flux of the alternating magnetic field is interlinked; and a detection coil in which the magnetic flux of the alternating magnetic field is interlinked, wherein the detection coil has a first portion and a second portion, where an induced voltage is generated by the magnetic flux of the alternating magnetic field being interlinked, and a connecting path connecting the first portion and the second portion. The first portion and the second portion respectively extend along the axial direction and the coil longitudinal direction parallel to the axial direction and at least a portion of each is aligned in an alignment direction perpendicular to the axial direction.

Abstract: Embodiments provide a vehicle computer coupled to a vehicle. The vehicle computer may be configured to receive sensor data from a plurality of sensors of the autonomous vehicle, analyze the sensor data, predict a need for a steering torque overlay based on analyzing the sensor data, determine a steering torque overlay output based on at least the sensor data, provide the steering torque overlay output to a steering system of the vehicle, and control the steering system in view of the steering torque overlay output. The steering torque overlay output is provided to the steering system while the vehicle is transitioning from an autonomous mode or a manual mode to a hybrid mode where the steering system is controlled simultaneously by the vehicle computer and a driver when the steering torque overlay output is applied.

Abstract: A vehicle driving assist device includes a processor that controls a steering reaction force to be applied to a steering operation performed by a driver of a vehicle. The processor acquires a size of an intersection when the driver intends the vehicle to turn right or left at the intersection. The processor sets a steering angle of the vehicle necessary for the vehicle to turn right or left at the intersection as a guide steering angle based on the size of the intersection. The processor controls the steering reaction force based on a difference between the guide steering angle and an actual steering angle.

Abstract: A vehicle collision avoidance assist apparatus executes a collision avoidance steering maneuvering assist process of applying a steering force to an own vehicle to assist a collision avoidance steering maneuvering carried out by a driver when there is a probability that the own vehicle collides with an object ahead of the own vehicle, and the driver carries out the collision avoidance steering maneuvering to steer the own vehicle to avoid a collision of the own vehicle with the object. The apparatus notifies the driver of a necessity of carrying out the collision avoidance steering maneuvering when determining that there is the possibility that the own vehicle collides with the object ahead of the own vehicle.

Abstract: Provided is a parking assistance device including a maximum value settert setting a maximum value of a curvature or a steering angle for the traveling trajectory of the towing vehicle and a trailer wheel base acquisition unit acquiring a distance from a turning center of the towed vehicle to a coupling point between the towing vehicle and the towed vehicle as a trailer wheel base. The device also includes a coupling distance acquisition unit acquiring a coupling distance from a rear axle of the towing vehicle to the coupling point between the towing and towed vehicle and a parameter specification unit specifying recommended values of the predetermined turning curvature of the towed vehicle during parking and a curvature gradient of the second section based on the trailer wheel base and the coupling distance so a curvature or a steering angle of the towing vehicle does not exceed the maximum value.

Abstract: A vehicle provided with a frame (1) comprising two side members (2, 3) connected together at least by a cross member (4), an alternative fuel module (6) and a support system (5) connected to the frame (1) for supporting the alternative fuel module (6), the support system (5) comprising at least a first support element (7) and a second support element (8), both being configured to be fixedly connected to the alternative fuel module (6) via coupling portion (11, 9b?), the coupling portion (9b?) of the second support element (8) being connected to both the side members (2, 3) and the coupling portion (11) of the first support element (7) being connected to the cross member (4) via a movable connection.

Abstract: A vehicle includes a vehicle frame including a first frame rail, a second frame rail spaced cross-vehicle from the first frame rail, and a middle frame rail between the first frame rail and the second frame rail. The first frame rail and the second frame rail each have a vehicle-inboard side facing toward the middle frame rail. The vehicle-inboard sides each define a plurality of notches. The middle frame rail has a downward side facing downwardly and perpendicular to the vehicle-inboard sides. The downward side defining a plurality of notches. The vehicle frame has a rear cross-member and a front cross-member spaced vehicle-forward of the rear cross-member. The rear cross-member and the front cross-member are between the first frame rail and the second frame rail. The notches of the vehicle-inboard sides and the notches of the downward side are between the rear cross-member and the front cross-member.

Abstract: The present invention provides for an improved air tank cross member (ATCM) deployable in a vehicle chassis. The ATCM comprises one or more structural elements comprising a tube forming an enclosure for holding a compressed fluid and having mounting extensions on an outer surface of the tube. The structural elements comprise two or more brackets connected to the mounting extensions of the tube and a pair of end caps disposed at opposite ends of the tube for forming the enclosure. The brackets are attached to the end caps by a fastening means to form a unified mounting geometry. The arrangement and construction of the structural elements of the ATCM provide for space-saving and weight-saving and increases stiffness value of one or more stiffness parameters of the vehicle chassis.

Abstract: A utility vehicle includes a plurality of ground engaging members and a frame supported by the plurality of ground engaging members. Additionally, the utility vehicle includes an operator area having a front seating section and a rear seating section.

Abstract: A side sill assembly for a vehicle includes a side sill inner, a side sill outer connected to an outer side of the vehicle from the side sill inner, and a reinforcement member in an internal space between the side sill inner and the side sill outer. The side sill assembly also includes a floor panel having a side end portion connected to the side sill inner. A cross-member is installed on an upper surface of the floor panel in a longitudinal direction of the vehicle, and a connection member connects the cross-member with the side sill inner. A lower end portion of the reinforcement member is positioned within a predetermined length from an upper end portion of the internal space. The connection member is disposed at the same height as an upper surface of the reinforcement member from the ground of a reference height.

Abstract: A hole closure element for an opening located in a body component includes a carrier element made of a film material and an adhesive located on one side of the carrier element. The adhesive does not require thermal activation and covers a first surface region of the carrier element. The adhesive does not cover a second surface region of the carrier element and the second surface region not covered by the adhesive protrudes from a virtual plane formed by the carrier element and is configured to be received by the opening.