Abstract: A system receives vehicle metric data from a gateway device connected to a vehicle. The vehicle gateway device gathers data related to operation of the vehicle and/or location data. The system receives data from multiple vehicles and multiple fleets. The system uses machine learning to identify cohorts for fleets. The system calculates metrics for fleets and benchmarks for the cohorts. The system presents the metrics and benchmarks in a graphical user interface.

Abstract: A system and method for aligning a target to a vehicle for calibration of a vehicle sensor includes positioning a target adjustment stand relative to a vehicle, where the target stand has a base and a target mount moveably mounted on the target stand with the target mount configured to support a target, and with the target stand including actuators configured to selectively move the target mount relative to the base. The system further includes a pair of distance targets and distance sensors configured for use in measuring the distances between respective ones of aligned distance targets and sensors. The distance sensors and targets are arranged for measuring the distances from the target stand to either side of a vehicle for use in adjusting the position of the target mount. The target mount is vertically and laterally movable on a tower of the target stand, with the tower configured to rotate about a vertical axis.

Abstract: An apparatus and a method for controlling a vehicle includes a driveshaft that transmits a drive torque generated by a drive motor to a wheel, a sensor that obtains a speed of the vehicle, and a controller that monitors the drive torque to determine a change amount of the drive torque, determines a change in a torsion angle of the driveshaft based on the change amount of the drive torque, and determines whether wheel slip occurs based on an amount of speed change of the drive motor according to the change in the torsion angle of the driveshaft. Accordingly, it is possible to accurately determine wheel slip according to the friction of a road surface, providing safe driving to the driver.

Abstract: An information presentation device includes a processor configured to (i) select a preceding vehicle candidate that is a candidate to be followed by an own vehicle based on information about a surrounding vehicle around the own vehicle, (ii) estimate an extended cruising range of the own vehicle obtained by a follow-up travel of the own vehicle traveling behind the preceding vehicle candidate, and (iii) output, via an output device provided in the own vehicle, the extended cruising range as extension information of a cruising range of the own vehicle when the own vehicle follows the preceding vehicle candidate.

Abstract: A method includes receiving sensed vehicle-state data, actuation-command data, and surface-coefficient data from a plurality of remote vehicles, inputting the sensed vehicle-state data, the actuation-command data, and the surface-coefficient data into a self-supervised recurrent neural network (RNN) to predict vehicle states of a host vehicle in a plurality of driving scenarios, and commanding the host vehicle to move autonomously according to a trajectory determined using the vehicle states predicted using the self-supervised RNN.

Abstract: An autonomous driving control system, comprising a main control system and a backup control system. The main control system comprises a main control module and main execution modules, and the backup control system comprises a backup control module and backup execution modules; the main control module monitors an operating status of the main control system in real time; the main control module further sends, when detecting that a failure occurs in the main control system, a failure notification to the backup control module, and sends a response termination control instruction to each of the main execution modules, the response termination control instruction being a control instruction for instructing each of the main execution modules not to respond to any control over a vehicle; and the backup control module controls, after receiving the failure notification, the backup execution modules to start to execute a backup control instruction.

Abstract: A system for control of an automated device includes a control system configured to operate a device during an operating mode corresponding to a first state in which the control system automatically controls operation, the operating mode prescribing that a user monitor the device operation during automated control, and a scheduling module configured to, during the operating mode, receive a request for the user to temporarily stop monitoring in order to perform a task unrelated to the device operation, allocate a time period during which automated control is maintained and the user stops monitoring, the time period including a non-monitoring period having a duration based on a minimum amount of time for the task, and put the device into a temporary state at initiation of the allocated time period during which the user stops monitoring and automated control is maintained.

Abstract: A dynamic function allocation (DFA) framework balances the workload or achieves other mitigating optimizations for a human operator of a vehicle by dynamically distributing operational functional tasks between the operator and the vehicle's or robot's automation in real-time. DFA operations include those for aviation, navigation, and communication, or to meet other operational needs. The DFA framework provides an intuitive command/response interface to vehicle (e.g., aircraft), vehicle simulator, or robotic operations by implementing a Dynamic Function Allocation Control Collaboration Protocol (DFACCto). DFACCto simulates or implements autonomous control of robot's or vehicle's functional tasks and reallocates some or all tasks between a human pilot and an autonomous system when such reallocation is preferred, and implements the reallocation.

Abstract: An operating device includes a first operating element with which a user can select one or numerous main functions of a vehicle and that can rotate about an axis of rotation and has at least one predefined fixed rotational position. A second operating element with which a user can adjust subfunctions of the main function can rotate about the axis of rotation and also comprises an actuator unit that comprises a magnetorheological medium configured to exert a retaining force on the second operating element based on a viscosity of the magnetorheological medium. The actuator unit is configured to set the viscosity on the basis of the main function selected with the first operating element, and on the basis of a rotational position of the second operating element.

Abstract: Disclosed are an apparatus and method for controlling a vehicle. The apparatus includes a camera that obtains a surrounding image of the vehicle, a sensor that detects a surrounding object of the vehicle, and a controller that determines a conversion image from among the surrounding images based on one of a parking area when the vehicle is parked, a location of the surrounding object of the vehicle or a moving trajectory of the vehicle, and switches an output screen to the conversion image. Accordingly, it is possible to improve the convenience of a driver by actively switching a camera view to obtain information required for parking and providing it to the driver.

Abstract: A warning device includes: an other vehicle approach determining part that determines that another vehicle is approaching a subject vehicle from a side of the subject vehicle A, if a subject vehicle travel vector and an other vehicle travel vector intersect with each other, and if the position of the other vehicle is included in a predetermined angle range defined laterally with respect to an azimuth angle of the subject vehicle A while it is determined that the subject vehicle A during traveling is in a temporary stop state, where its vehicle speed is equal to or less than a predetermined vehicle speed; and an output control part that causes a warning output part to output a warning on condition that the subject vehicle A in the temporary stop state starts travelling while the other vehicle is approaching the subject vehicle A.

Abstract: A system for aiding an individual to cause a vehicle to make a turn correctly can include a processor and a memory. The memory can store a communications module and a controller module. The communications module can cause the processor to obtain information about a specific side of a road on which the vehicle is to be operated. The communications module can cause the processor to obtain information about a degree of familiarity of the individual in operating the vehicle on the specific side. The communications module can cause the processor to obtain information about a direction of the turn. The controller module can cause the processor to cause, in response to the degree of familiarity being less than a threshold and based on the information about the direction, a visual aid to be possibly presented to aid the individual to cause the vehicle to make the turn correctly.

Abstract: A driving assistance apparatus to be applied to a vehicle includes a traveling state detector, an emotion determination processor, and a driving assistance processor. The traveling state detector is configured to detect a traveling state of the vehicle. The emotion determination processor is configured to determine an emotion of an occupant of the vehicle. The driving assistance processor is configured to perform driving assistance control including one or both of information presentation to the occupant and traveling assistance control on the vehicle, in accordance with an output of one or both of the traveling state detector and the emotion determination processor. The emotion determination processor is configured to determine a driving unsuitable emotion by comparing, with a predetermined threshold, a difference between a reference value and a current value of a parameter indicating a physical state of the occupant, and to update the reference value at each driving cycle.

Abstract: Vehicle guidance with systemic optimization may include traversing, by a current vehicle, a vehicle transportation network, by obtaining, by the current vehicle, systemic-utility vehicle guidance data for a current portion of the vehicle transportation network and traversing, by the current vehicle, the current portion of the vehicle transportation network in accordance with the systemic-utility vehicle guidance data. Obtaining the systemic-utility vehicle guidance data may include obtaining vehicle operational data for a region of a vehicle transportation network, wherein the vehicle operational data includes current operational data for a plurality of vehicles operating in the region, operating a systemic-utility vehicle guidance model for the region, obtaining systemic-utility vehicle guidance data for the region from the systemic-utility vehicle guidance model in response to the vehicle operational data, and outputting the systemic-utility vehicle guidance data to the current vehicle.

Abstract: In various examples, a 3D surface structure such as the 3D surface structure of a road (3D road surface) may be observed and estimated to generate a 3D point cloud or other representation of the 3D surface structure. Since the estimated representation may be sparse, a deep neural network (DNN) may be used to predict values for a dense representation of the 3D surface structure from the sparse representation. For example, a sparse 3D point cloud may be projected to form a sparse projection image (e.g., a sparse 2D height map), which may be fed into the DNN to predict a dense projection image (e.g., a dense 2D height map). The predicted dense representation of the 3D surface structure may be provided to an autonomous vehicle drive stack to enable safe and comfortable planning and control of the autonomous vehicle.

Abstract: In accordance with one embodiment of the present disclosure, a vehicle includes a controller programmed to perform operations including collecting information about an unconnected vehicle, receiving messages from another connected vehicle, identifying a scenario of the another connected vehicle being in conflict with the vehicle or the unconnected vehicle at a future time based on the messages from the another connected vehicle and the information about the unconnected vehicle, and, in response to identifying the scenario of the another connected vehicle being in conflict with the vehicle or the unconnected vehicle at the future time, transmitting a first message including the information about the unconnected vehicle to the another connected vehicle.

Abstract: A system comprises a computer including a processor and a memory. The memory includes instructions such that the processor is programmed to: receive sensor data representing a perceived driving environment, select a reinforcement learning agent from a plurality of reinforcement learning agents based on a challenge score calculated using the sensor data and a desired driving style, and generate, via the selected reinforcement learning agent, a driving action based on the sensor data.

Abstract: Methods and systems of estimating an accuracy of a neural network on out-of-distribution data. In-distribution accuracies of a plurality of machine learning models trained with in-distribution data are determined. The plurality of machine learning models includes a first model, and a remainder of models. In-distribution agreement is determined between (i) an output of the first machine learning model executed with an in-distribution dataset and (ii) outputs of a remainder of the plurality of machine learning models executed with the in-distribution dataset. The machine learning models are also executed with an unlabeled out-of-distribution dataset, and an out-of-distribution agreement is determined. The in-distribution agreement is compared with the out-of-distribution agreement.

Abstract: A vehicle navigation apparatus includes a vehicle navigation unit and a route guidance control unit. The vehicle navigation unit includes a route setting unit and a navigation control unit. The route setting unit sets a route to a destination point on the basis of information on a position of a vehicle, information on a destination point, and first map information stored in a storage. The navigation control unit performs guidance on the route and controls the form of displaying the route on a display. The route guidance control unit includes at least one processor determining the driving entity of a vehicle. In a case where the at least one processor determines that the driving entity of the vehicle is the vehicle itself and the vehicle deviates from the route, the at least one processor stops the guidance until the vehicle reaches a next waypoint of the route.

Abstract: A remote computer system may receive data representative of a state of an autonomous vehicle traversing an environment. A representation of the environment and the state may be input to a first machine learned model, which may output a vector representation of the environment at a first time. The vector representation may be input to a second machine learned model, which may output a second vector representation of the environment at a second time. A third machine learned model may receive the second vector representation and may output a mean velocity and a mean steering angle of the vehicle at the first time and associated uncertainty variables. Based on the mean velocity, the mean steering angle, and the uncertainty variables, a predicted vehicle state at the first time and an associated uncertainty may be determined and the vehicle may be controlled based on the predicted vehicle state and the uncertainty.

Abstract: System and methods are provided for implementing friction circle safety controls in a vehicle, such as an autonomous vehicle. A system can apply a friction circle analysis during the vehicle's operation, in order to perform a safety-based evaluation of maneuvers that impact the dynamic relationship between a vehicle's tires and a road surface. The system also establishes a link between the vehicle's lateral controls (e.g., steering wheel) and the vehicle's longitudinal controls (e.g., brake and throttle pedals), such that a frictional force of the tires against the road's surface, does not does not exceed a traction limit (e.g., limit of a tire's grip on the road surface) for the particular vehicle. For example, friction circle safety controls can automatically provide feedback and/or automatic driving actions to adjust a relationship between the steering wheel and brake/throttle pedals of the vehicle to maintain operation of the vehicle within the friction circle.

Abstract: A vehicle control apparatus includes a circuitry capable of controlling a vehicle. The circuitry is configured to estimate a traffic risk score, a travel risk score, and a driving ability score. The circuitry is configured to change a first threshold, with which automated vehicle attitude stability control is initiated, so as to promptly execute the automated vehicle attitude stability control when a travel risk is not avoided by the driving ability, change a second threshold, with which automatic entry avoidance control is initiated, so as to promptly execute the automatic entry avoidance control when the traffic risk is not avoided by the driving ability, and control the vehicle to travel on a target travel route when the traffic risk and the travel risk are not avoided by the driving ability or when the driving ability is lower than a specified level.

Abstract: A method for mitigating an adversarial attack includes receiving input data. The input data includes sensor data from a plurality of sensors and map data. The method further includes monitoring, in real time, an environment around an autonomous vehicle to identify a region that is possibly subject to an adversarial attack and determining a probability of the adversarial attack in the region. The method further includes determining whether the probability of the adversarial attack in the region that is possibly subject to the adversarial attack is greater than a predetermined threshold and, in response, planning a motion of the autonomous vehicle by taking into account the adversarial attack to generate a planned motion. The method further includes controlling a host vehicle to move in accordance with the planned motion.

Abstract: An information processing device includes a control unit. The control unit acquires biometric information and occupant information of an occupant of a vehicle, estimates state information of the occupant based on the acquired biometric information, and compares the estimated state information and the acquired occupant information with past data for another occupant in which the state information and the occupant information are associated with facility information of a service facility used, to determine a service facility fit for the occupant.

Abstract: It is possible to suppress increase in power consumption of a delivery vehicle within a transportation vehicle. A delivery system includes: an autonomously-moving-type delivery vehicle configured to deliver an article; and a transportation vehicle configured to carry and transport the delivery vehicle, in which after the transportation vehicle carrying the delivery vehicle travels toward a delivery destination of the article, the delivery vehicle gets out of the transportation vehicle and delivers the article to the delivery destination. The transportation vehicle includes an unloading mechanism for letting the delivery vehicle get out of the transportation vehicle and a control unit configured to control the unloading mechanism. The delivery vehicle receives a control signal for controlling the unloading mechanism output from the control unit and gets out of the transportation vehicle based on the control signal.

Abstract: The prediction system for predicting an information related to a pedestrian has a tracking module that detects and tracks in real-time a pedestrian in an operating area, from sensor data; a machine-learning prediction module that performs a prediction of information at future times related to the tracked pedestrian using a machine-learning algorithm from input data including data of the tracked pedestrian transmitted by the tracking module and map data of the operating area; a pedestrian behavior assessment module that determines additional data of the tracked pedestrian representative of a real time behavior of the pedestrian, and said additional data of the tracked pedestrian is used by the machine-learning prediction module as another input data to perform the prediction.

Abstract: A gap blocking system includes a loading platform having a gap separating a first portion of the loading platform from a second portion of the loading platform. A ride vehicle is coupled to a transport extending through the gap. A guardrail assembly having a plurality of guardrail units is coupled to the first portion, where the guardrail units are configured to transition between a first position and a second position. The guardrail units are configured to block access to the gap when in the first position. The ride vehicle includes an engagement feature configured to interface with an individual guardrail unit of the guardrail units to selectively transition the individual guardrail unit from the first position to the second position. The individual guardrail unit is configured to permit the ride vehicle to occupy a guest-accessible position adjacent to or on the loading platform in the second position.

Abstract: A maglev vehicle and a suspension frame assembly thereof. The suspension frame assembly includes multiple suspension frames sequentially connected to each other. Each suspension frame comprises two motor beams, four support arms, and four air springs. An air spring mounting seat is disposed at a top portion of each support arm. The air spring mounting seats are cavities having openings. The air springs are accommodated in the respective cavities.

Abstract: A traveling vehicle system in which a traveling vehicle travels along a traveling track including a rail body to accommodate a traveling unit of the traveling vehicle and extending along a traveling path of the traveling vehicle and a power feeder positioned along an extending direction of the rail body to supply electricity to the traveling unit, includes a working track that is continuous with the traveling track and includes an opening exposing at least a portion of the traveling unit and does not have the power feeder, and a mover to move the traveling vehicle along the working track.

Abstract: A railway wagon for semitrailers and the like may include a first bogie, a second bogie, and a carrying section therebetween. An elongated channel configured to receive conduits for air, hydraulics and/or electronics may extend between the two bogies. The media channel may be lowered in a mechanical way when the carrying section is turned out to a loading/unloading position.

Abstract: The disclosure discloses a system for controlling a multi-point synchronous braking of a monorail hoist and a utilization method thereof. The system comprises a contact detection unit, a common end roller unit, a hydraulic unit, a synchronous control unit and connection cables. The contact detection unit is installed on a brake shoe of a monorail hoist. The common end roller unit is installed on a travelling track and connected with a frame of the monorail hoist. The contact detection unit includes a tube in connection with the brake shoe. A metal probe corresponding to the travelling track is arranged inside the tube. A circular boss is formed on the metal probe. A limiting bolt corresponding to the circular boss is formed on an inner side wall of the tube. The metal probe is contactable with the travelling track or the limiting bolt when the brake shoe brakes.

Abstract: A system includes one or more processors and memory storing processor-executable instructions that cause the one or more processors to perform operations. The operations include generating a driving strategy for a traveling route of a train comprising at least one battery-electric locomotive (BEL) based on saved data in the system for optimizing one or more aspects for the train over the traveling route; operating the train according to the driving strategy; receiving update data associated with a current location of the train; revising the driving strategy based on the saved data and the update data for optimizing energy consumption efficiency for a segment of the traveling route by identifying active powered components of the train that are non-essential for traversing the segment and turning off power to one or more of the identified active powered components for a duration of traversing the segment.

Abstract: A train speed control system 100 includes a first non-contact sensor 110 that outputs measured first speed information, a first safety device 120 that receives the first speed information from the first non-contact sensor 110, a second non-contact sensor 140 that outputs measured second speed information, and a second safety device 150 that receives the second speed information from the second non-contact sensor 140 and transmits the received second speed information to the first safety device 120 at a predetermined timing. Then, when first second speed information is received from the second safety device 150, the first safety device 120 evaluates soundness of the first speed information based on a speed difference between the first second speed information and first first speed information measured by the first non-contact sensor 110 at substantially the same timing as the first second speed information, and determines control speed of a train 1 based on a result of the evaluation.

Abstract: A forward monitoring device for a train includes: a storage unit storing map information representing location information and a track geometry of a track and brake performance information representing performance of a train brake system; a train information acquisition unit obtaining train location information and train speed information; a monitoring unit monitoring an upside of the track in the travel direction; an obstacle determination unit determining presence or absence of an obstacle on the track based on a monitoring result of the monitoring unit; a braking distance calculation unit calculating a train braking distance using the map, brake performance, train location, and train speed information, and a processing time from when the monitoring unit performs monitoring until determination on presence or absence of an obstacle; and a monitoring distance determination unit determining a monitoring distance based on the braking distance to set a monitoring range of the monitoring unit.

Abstract: A temporary train speed restriction management method and system. Temporary speed restriction instructions are managed by adopting a uniform session management framework. The temporary speed restriction instructions in a session are uniformly processed in a session closing stage. The availability of a communication link is detected. The method and system performs life cycle management on the temporary speed restriction instructions by adding a timeliness mechanism for the message.

Abstract: A system and a related method are for managing the movement of a vehicle travelling along a transport network and powered by a power line which is segmented into a plurality of power feeding segments. At least one power feeding controller is configured at least to control switching ON/OFF a predetermined number of power feeding segments. An on-board control system is installed on board of said vehicle. At least one trackside control system is operatively connected to the on-board control system and the at least one power feeding controller.

Abstract: A cart may include: a carriage; a wheel supported by the carriage and touching ground; a holding member rotatably supported by the carriage about a steering axis and rotatably supporting the wheel about a rotation axis; a steering handle to be gripped by a user; an input sensor configured to detect an operation on the steering handle by the user; a steering motor configured to be actuated in response to the operation by the user detected by the input sensor; and a transmission mechanism connecting the steering motor and the holding member and configured to rotate the holding member about the steering axis in response to actuation of the steering motor. The steering handle and the transmission mechanism may be mechanically separated, and the transmission mechanism may include a torque limiter interposed between the steering motor and the holding member.

Abstract: A tray assembly is provided. The assembly comprises a tray, at least one width reinforcement component affixed to the tray, and at least one length reinforcement component affixed to the at least one reinforcement component.

Abstract: The present disclosure discloses a camping cart, which comprises a moving part, an X-shaped supporting foldable part, an X-shaped connecting part and a load-bearing bottom rod. The moving part comprises a front wheel and a universal wheel, the front wheel is installed at the front end of the X-shaped supporting foldable part; wherein the surface of the front wheel is covered with an electric conductor, the front wheel is rotatably connected with a frame, the front wheel rolls pivotably in the frame, a magnet frame is built in the frame, the magnet frame is located on the upper side of the front wheel, a magnet is provided on one side of the magnet frame close to the front wheel, and the magnet frame is capable of rising and falling in the frame to adjust the distance between the magnet frame and the front wheel.

Abstract: In one example, a mother cart is provided that is suitable for transporting a daughter cart. The mother cart includes a base frame having a group of wheels configured to allow the mother cart to be moved. The base frame, in turn, includes a loading bay for receiving the daughter cart, and a support surface for supporting the daughter cart. Finally, the base frame includes a primary restraint mechanism for engaging and securing the daughter cart in the loading bay.

Abstract: A wheeled carrying apparatus includes a standing frame, a handle frame, a wheel mount, a locking assembly and a release mechanism. The handle frame is rotatable between a first and a second position. The wheel mount carries a wheel and is rotatable relative to the standing frame for changing an orientation of the wheel axis. The locking assembly is configured to rotationally lock the wheel mount with respect to the standing frame, and configured to unlock the wheel mount so that the wheel mount is rotatable relative to the standing frame for changing an orientation of the wheel axis. The release mechanism includes a first portion provided on the standing frame and coupled to the locking mechanism, and a second portion carried with the handle frame, the second portion being movable along with the handle frame toward and away from the first portion during rotation of the handle frame between the first position and the second position.

Abstract: A steering decoupling device includes an output clutch jaw, an input clutch jaw, a housing encompassing the output clutch jaw and the input clutch jaw, a thrust washer and a heavy-duty internal retaining ring for ensuring that the output clutch jaw is securely mounted within the housing, a disc spring residing within the housing configured to provide tension between the output clutch jaw and the input clutch jaw, an intermediate shaft that includes output clutch jaw, and a steering shaft that includes the input clutch jaw, the intermediate shaft and the steering shaft configured to translate relative to each other from a first position in which the output clutch jaw and the input clutch jaw are engaged to a second position in which the output clutch jaw and the input clutch jaw are disengaged.

Abstract: A catalytic converter guard for protecting a catalytic converter on a motor vehicle. The catalytic converter guard can include a set of mounting flanges, an input guard plate, an output guard plate, and a bottom plate coupled to the set of mounting flanges and the input and output guard plates. The set of mounting flanges can be configured to be coupled to a set of frame rails of a motor vehicle. The input guard plate can be configured to be positioned adjacent an input of at least one catalytic converter and can include at least one cutout shaped to permit at least one input exhaust pipe to pass therethrough. The output guard plate can be configured to be positioned adjacent an output of the at least one catalytic converter and can include at least one cutout shaped to permit at least one output exhaust pipe to pass therethrough.

Abstract: A longitudinal beam assembly includes an integrally formed longitudinal beam and a mounting tower. The mounting tower is mounted on the longitudinal beam. The longitudinal beam is provided with a first suspension mounting portion, and the first suspension mounting portion is configured to mount a suspension lower swing arm. The mounting tower is provided with a shock absorber mounting portion and a second suspension mounting portion. The shock absorber mounting portion is configured to mount a shock absorber and the second suspension mounting portion is configured to mount a suspension upper swing arm.

Abstract: A vehicle front section structure includes left and right front side frame. A deformation portion configured to undergo compression deformation in the vehicle front-rear direction at a time of head-on collision of the vehicle is provided at a front end portion of each of the left and right front side frames. Left and right front side members that support a floor section of a vehicle cabin extend along the vehicle front-rear direction at a vehicle upper side with respect to the left and right front side frames. Front sections of the left and right front side members and the corresponding left and right deformation portions are connected by left and right coupling members. The left and right coupling members are configured so as to more readily undergo plastic deformation under collision load at a time of head-on collision than the left and right front side members.

Abstract: A side sill assembly for an eco-friendly vehicle includes: a center member fastened to a side surface of a center floor panel of the eco-friendly vehicle; a front outer member fastened to a front end of the center member; and a front inner member located inside the front outer member and fastened to a front apron and a dash panel. In particular, a battery frame fastened to a side surface of a high voltage battery is fastened to at least one of the front inner member and the center member in a longitudinal direction of the vehicle.

Abstract: A hood hinge assembly for a vehicle hood includes a support bracket and a hinge arm. The support bracket is configured to be fixed to a vehicle body structure. The hinge arm is movably connected to the support bracket. The hinge arm is movable about a pivot axis between a first position in which the vehicle hood is closed and a second position in which the vehicle hood is fully open. A stop tab is connected to the support bracket. The stop tab prevents movement of the hinge arm beyond the second position.

Abstract: A vehicle includes a steering column connected to a steering wheel, a column cover that covers the steering column, and an air duct that is disposed inside an instrument panel and passes in front of the column cover. Buckling strength of the air duct in a vehicle body front-rear direction in front of the steering wheel is lower than buckling strength of the column cover in the vehicle body front-rear direction.

Abstract: Resin plate-shaped mudguards 11 are disposed on vehicle width direction outer sides of left and right side members 7 below a cab. A cab rear member 12 is fixed to a vehicle body frame 5 and extends upward from the vehicle body frame 5 to support a rear end side of the cab from below. Mudguard brackets 17 for supporting the left and right mudguards 11 are fixed to an upper end portion of a support member 15L of the cab rear member 12. The mudguard 11 is disposed forward of the mudguard bracket 17 and supported by the mudguard bracket 17. A BSM radar 10 detects information of an object around a vehicle, is disposed on a vehicle width direction outer end portion behind the mudguard 11, and is fixed to a second bracket 19 of the mudguard bracket 17 via a radar bracket 20.

Abstract: A floor assembly for an electrically operable motor vehicle includes a vehicle floor, which runs on top of an energy storage device for driving the vehicle, has at least one floor element, and to which a side sill is attached on each outer side. In order to ensure that the energy storage device below the vehicle floor is protected against excessive damage in the event of a crash, in particular a side-impact crash, a first, outer, deformation zone of the floor assembly is provided in the region of the side sills, with the energy storage device being arranged at a distance from the first, outer deformation zone in the transverse direction of the vehicle so as to form a second, inner, deformation zone. The first, outer, deformation zone is deformable under a lower load level than the second, inner, deformation zone.