Abstract: Aspects of the disclosure provide for controlling an autonomous vehicle. For instance, a trajectory for the autonomous vehicle to traverse in order to follow a route to a destination may be generated. A first error value for a boundary of an object, a second error value for a location of the autonomous vehicle, a third error value for a predicted future location of the object may be received. An uncertainty value for the object may be determined by combining the first error value, the second error value, and the third error value. A lateral gap threshold for the object may be determined based on the uncertainty value. The autonomous vehicle may be controlled in an autonomous driving mode based on the lateral gap threshold for the object.

Abstract: The technology relates to planning trajectories for self-driving vehicles in order to transport passengers or cargo from a pickup location to a destination. Trajectory planning includes generating a speed plan for an upcoming portion of the trip in view of one or more constraints. The constraints may be due to proximity to an adjacent vehicle or other road user, and can include projected overlaps between the vehicle and other objects in the vehicle's nearby environment. Certain constraints may be binary or otherwise discontinuous in nature, in which a condition either exists at a given point in time or it does not. Noise in sensor data or prediction models may trigger such binary conditions, which in turn may cause the vehicle to alter the speed plan. Aspects of the technology employ permeable speed constraints that enable the vehicle to avoid problems associated with discontinuous constraints.

Abstract: The vehicle comprises a vehicle platform (VP) and an autonomous driving kit (ADK). VP comprises a first control device, and ADK comprises a second control device. The vehicle control interface box (VCIB) included in VP includes a first computer configured to communicate with both the first control device and the second control device. The first computer detects an operation mode selected from options including an autonomous mode and a manual mode, and records operation mode information indicating the detected operation mode. The first control device is configured to control the vehicle according to the operation mode detected by VCIB. At the time of restart, the first computer detects the selected operation mode based on the operation mode information recorded immediately before the stop.

Abstract: A computer-implemented method comprises: receiving sensor data collected during operation of a vehicle, the sensor data including images from at least one camera on the vehicle and other sensor data from at least one other sensor on the vehicle; identifying, based on the sensor data, a corner case for a first neural network model of an advanced driver assistance system (ADAS) of the vehicle; filtering the images to identify a subset of the images depicting the corner case, the filtering performed using a second neural network model; labeling the subset of the images with regard to the corner case, wherein a remainder of the images are not labeled; and retraining the first neural network model using the labeled subset of the images and a subset of the other sensor data corresponding to the subset of the images.

Abstract: Disclosed is an apparatus for autonomous driving control. The apparatus may include a feedback device including a first feedback device and a second feedback device, a memory, and a control device. For example, the apparatus may detect an event related to a transition of control authority of a host vehicle in an autonomous driving mode, may determine whether the first feedback device is operating in a normal state based on failing to receive a response regarding the transition of the control authority from a user during a first time period, may output a first feedback via the first feedback device, based on a determination that the first feedback device is operating in the normal state, and may output a second feedback via the second notification device based on a determination that the first first feedback device is not operating in the normal state.

Abstract: The present disclosure relates to methods, systems, a vehicle and a computer-readable storage medium and a computer program product. The method includes obtaining a baseline risk model generated based on one or more risk-associated parameters. The method further includes obtaining sensor data from a sensor system of a vehicle. The method further includes estimating one or more risk values associated with the one or more risk-associated parameters based on the obtained sensor data and generating, based on the one or more estimated risk values, an adopted risk model. Further, the method includes provisioning the generated adopted risk model for determining an acceptable risk model for forming a driving policy of an ADS.

Abstract: In accordance with embodiments of the invention, an elevated transportation system is provided. The elevated transportation system includes a plurality of towers. A plurality of track segments is operable to connect to the plurality of towers. A lift car is operable to move along the plurality of track segments. Each tower of the plurality of towers is operable to receive and connect one or more track segments. The plurality of towers is operable to enable the lift car to move along the plurality track segments.

Abstract: The invention relates to a transport facility (100), having a first traction cable (11) that describes a first closed loop (10) and is configured to be driven by at least a first drive means (12) at a nominal linear velocity, and a vehicle (30) having a coupling device (31) for coupling the vehicle to the first traction cable, the transport facility comprising at least a first traffic lane (101) having at least a first segment (110) comprising at least one track (111) along the first traction cable, the first traffic lane comprising at least a second segment (120), the transport facility being configured so that the vehicle is coupled to the first traction cable and pulled by same at the nominal velocity so as to pass through the first segment and the second segment, the first traction cable fully supporting the vehicle and driving it at the nominal speed along the second segment.

Abstract: A train hatch module includes a hatch cover that is provided at the front of a lower part of a train and opened or closed while rotating in a lateral direction and that exposes a coupling of the train to the outside when opened, a rotation support that supports the hatch cover while making contact with an inner surface of the hatch cover and rotates about an upper rotation shaft connected to an upper end of the rotation support and a lower rotation shaft connected to a lower end of the rotation support, a lower base connected to a hatch body of the train and located below the coupling, and a lower rotation center member located at an upper end of the lower base and provided with the lower rotation shaft about which the rotation support rotates.

Abstract: A retarder device configured for moving a braking rail to slow a railcar on a running rail. The retarder device is configured to be coupled to an actuator assembly. A lever pivotally couples the braking rail to the running rail. A block opposed the lever, the block having an engagement feature configured for operatively coupling the block to the actuator assembly. A biasing device is positioned between the lever and the block. The biasing device biases the lever to pivot to move the braking rail towards the running rail, wherein operating the actuator assembly compresses the biasing device for shimming the retarder device and/or for moving the braking rail away from the running rail.

Abstract: A safe coding method for trackside train positioning information, including the following steps: compiling line position coding information of a train by using a redundancy coding scheme; identifying a coding string on a trackside signboard by an image collector, and sending the coding string to a vehicle-mounted safety computer after check; after performing multi-channel redundancy safe calculation on the coding string by the vehicle-mounted safety computer, looking up a table in a position database to obtain train position information corresponding to the coding string; and, updating a real position of the train according to the train position information determined by looking up the table.

Abstract: A method for compilation of urban rail transit outbound/inbound operation lines with coordination of multiple depots, including: screening out, based on the mainline path, a feasible outbound/inbound path set corresponding to switch tracks in each depot that can be connected to the mainline path; identifying, based on a connection mode of an outbound/inbound path and the mainline path, outbound/inbound districts to be compiled in a feasible outbound/inbound path and assigning a time scale to the outbound inbound districts as a feasible outbound/inbound operation line set; matching a feasible outbound/inbound operation line of a corresponding time period, service route and direction for each originating/terminating event of the mainline to be connected to the outbound/inbound operation line; and, according to depot parking capacities, generating arrival/departure events of a corresponding feasible outbound/inbound operation line, and checking and resolving any time conflicts between the arrival/departure event

Abstract: The purpose of this invention is to combine a four-legged type of stool with a hand cart. This is useful for, but not limited to, performers, for example, who have to haul in amplifiers and road cases etc. to a venue, then perform sitting down. With this invention the integral combination of hand cart and stool allows the user to load in equipment, then convert the hand cart to a stool on which to sit. Then convert it back to a hand cart to load equipment back out. This is accomplished by the new integration of additional vertical structures and connectors to the hand cart design, which upon expansion and inversion, become the front legs for the stool. When inverted, the bottom plate structure of the hand cart becomes the seat.

Abstract: The present disclosure discloses a foldable trolley. The foldable trolley includes a longitudinal fixed frame, transverse connecting assemblies with symmetrically arranged front and back parts, and a push handle assembly fixedly arranged on the longitudinal fixed frame. The longitudinal fixed frame includes a plurality of vertical rods; a wheel is arranged below each vertical rod. In the present disclosure, a connecting way between triangular connecting components and a folding lock is adjusted by the folding lock, so that the transverse connecting assemblies are suitable for being opened or closed, which further enables the foldable trolley to be in the unfolded or folded state. The folding lock in the above structure has a simple structure and occupies a small space, so that the foldable trolley is easily and conveniently folded.

Abstract: A tiller arm detection system for a material handling vehicle can include a tiller arm having a cam assembly. The cam assembly can include a first cam with a first surface profile and a second cam with a second, different surface profile. The tiller arm detection system can further include a first sensor to detect a portion of the first cam, a second sensor to detect a portion of the second cam, and a controller to communicate with the first sensor and the second sensor to determine a position of the tiller arm based on the detected portion of the first cam or the second cam. The controller may activate a feedback system based on the detected portion of the first cam or the second cam.

Abstract: A multi-stage toy walker includes at least a handle, a base, and a configurable component that is adjustable from a folded-flat configuration to at least one of a seat-shaped configuration and a basket-shaped configuration.

Abstract: A child stroller apparatus includes a standing frame and a handle frame pivotally coupled to each other via a joint structure, a front guard pivotally connected with the joint structure, a locking mechanism including a front guard latch disposed adjacent to the joint structure, the front guard latch being movable between a locking position where the front guard latch rotationally locks the front guard to the joint structure and an unlocking position for rotation of the front guard relative to the standing frame and the handle frame, and a release actuator configured to urge the front guard latch to move from the locking position to the unlocking position as the handle frame rotates relative to the standing frame in a folding direction for collapsing the child stroller apparatus.

Abstract: A folding joint and a child carrier are provided. The folding joint includes a first holder body having a first accommodating cavity and a first engaging portion; a second holder body pivotally connected to the first holder body, and having a second accommodating cavity and a second engaging portion; a locking member having an unlocking position, and first and second locking positions; and an elastic member for applying a force to the locking member. When the locking member is in the first locking position or the second locking position, it is simultaneously engaged with the first engaging portion and the second engaging portion. An axial engaging depth of the locking member engaging with the second engaging portion is a first depth (L1) in the first locking position, which is greater than that in the second locking position.

Abstract: A baby carrier includes an armrest fixing base, a seat fixing base, a connection fixing base, a first locking mechanism and a frame assembly. The armrest fixing base, the seat fixing base and the connection fixing base are coaxially pivoted, the connection fixing base is connected to the frame assembly. The first locking mechanism has a locked state and an unlocked state. The armrest fixing base is rotated to convert the first locking mechanism from the locked state to the unlocked state. When the first locking mechanism is in the locked state, the seat fixing base and the connection fixing base are relatively fixed, when the first locking mechanism is in the unlocked state, the seat fixing base and the connection fixing base are capable of rotating relative to each other.

Abstract: Described therein is an improved assisted steering system includes a built-in/integrated ring on the steering wheel, for use with a mobile/removable drive unit. In various implementations, the built-in/integrated ring is non-removeable, such that issues with misalignment do not occur from installation error or during use. Further, because the drive unit is mobile/removable, the drive unit may be moved between vehicles without removing the steering wheel. In various implementations, the assisted steering system may be used by multiple vehicles simply by installing the steering wheel with integrated ring in each vehicle desired to have assisted steering and installing the drive unit in the vehicle desired to be driven at that time. Further because the steering wheel is not removed when moving the drive unit, the vehicle remains operational and drivable by manual steering.

Abstract: A steering control assembly including: a base configured to couple with a steering shaft; a ring mounted to the base and configured to rotate independent of the base; a locking member movable between a locked configuration and an unlocked configuration, in the locked configuration the locking member locks the ring to the base to restrict rotation of the ring independent of the base, and in the unlocked configuration the ring is free to rotate independent of the base; and a handle mounted to the ring and rotatable with the ring independent of the base when the locking member is in the unlocked configuration to adjust a radial position of the handle relative to the base, the handle configured to be grasped by a user to rotate the steering control assembly and the steering shaft when the locking member is in the locked configuration.

Abstract: A steering column assembly for a vehicle includes an elongate steering shaft mounted for rotation about its longitudinal axis and configured for attachment of a steering member at one end. The steering shaft is rotatable in both directions from a position corresponding to a straight ahead position. A cam member has a cam surface. The cam member is constrained to rotate with the steering shaft. A cam follower is in contact with the cam surface. A lever is connected to a lever pivot and arranged to support the cam follower. A spring means is connected to the lever and biases the cam follower into contact with the cam surface via the lever. The spring means urges the cam follower to displace the cam member in a direction which returns the elongate steering shaft towards the straight ahead position.

Abstract: A method is for decelerating a servomotor of a steering device. The steering device includes a control unit for controlling the servomotor, monitoring electronics for monitoring a movement of the servomotor, and an energy store. The energy store has a different configuration from a vehicle battery. The method includes activating the energy store by an external force, and monitoring a movement of the servomotor caused by the external force by evaluating a movement parameter correlated with the movement of the servomotor. The method further includes, in at least one operating state, triggering a deceleration process as a function of the movement parameter, in which deceleration process the servomotor is decelerated using the control unit, the energy store is charged by the movement of the servomotor, and the energy store is used to supply energy to the control unit and the monitoring electronics.

Abstract: A control device includes a first assist controller to execute lane keeping control and generate a first input value, a second assist controller to generate a second input value based on a steering input value, and a disturbance sensitivity controller to which a command value calculated based on the first input value multiplied by a first gain and the second input value multiplied by a second gain is input. When the first gain is K1 and the second gain is K2, K1=1?K2 is satisfied. The disturbance sensitivity controller includes a first model following controller to generate a correction value to correct a command value based on output of a control target and a first nominal model. The first model following controller is configured or programmed such that a transfer function of the control target is restricted to a transfer function of the first nominal model.

Abstract: A control device includes a model following controller in which a transfer function of a control target is restricted to a transfer function of a nominal model in a frequency band in which a complementary sensitivity gain, which is a gain in a gain characteristic of a complementary sensitivity function with respect to a modeling error between the control target and the nominal model, is approximately one. A steady gain of the complementary sensitivity function is about 0.1 or more. A lower limit value of a frequency band in which the complementary sensitivity gain is about one is higher than a first resonance frequency that is a resonance frequency of a yaw rate of a vehicle. A second resonance frequency is higher than the first resonance frequency and lower than a lower limit value of a frequency band in which the complementary sensitivity gain is about one.

Abstract: A control device mounted on a steer-by-wire steering device mounted on a vehicle includes a steering assembly including a steering wheel to be steered by a steering operator, a turning assembly including a first turning wheel and a second turning wheel, a turning side motor to drive the turning assembly, and a turning side controller configured or programmed to control a control target including the turning side motor. The turning side controller is configured or programmed to include a model following controller configured or programmed to generate a correction torque to correct an input torque input to the control target based on output of the control target and a nominal model based on a configuration of the control target. The model following controller is configured or programmed such that a transfer function of the control target is restricted to a transfer function of the nominal model.

Abstract: A steering control device includes a processor that controls a steering unit that uses a reaction force motor as a drive source. The processor is configured to execute an integrated rotation angle acquisition process of acquiring an integrated rotation angle that is an integrated value of the rotation angle of a steering shaft, based on a detection result of an angle sensor. The processor is configured to execute an abnormality determination process of determining whether an abnormality condition for detecting an abnormality of a stopper mechanism is satisfied, based on the integrated rotation angle. The abnormality determination process includes a process of determining that the abnormality condition is satisfied, when the processor is capable of determining that the integrated rotation angle is out of a regulatory rotation amount.

Abstract: A control system for a work vehicle includes a first operation command unit that outputs a first operation command to operate a steering device of a work vehicle in a first steering direction, in a stopped state of the work vehicle, a state monitoring unit that monitors a state of the steering device, a restriction determination unit that determines whether to restrict operation of the steering device in the first steering direction, based on the state during output of the first operation command, and a restriction command unit that restricts the operation of the steering device in the first steering direction, based on the determination by the restriction determination unit.

Abstract: A vehicle includes vehicle devices configured to adjust a lateral movement amount of the vehicle, and a steering wheel lock mechanism. The vehicle devices include a front-wheel steering device and a remaining device that is a device other than the front-wheel steering device. When there is an anomaly in the front-wheel steering device, a vehicle control device switches a state of the steering wheel lock mechanism from a deactivated state to an activated state. The control device adjusts the amount of lateral movement of the vehicle by activating the remaining device when rotation of the steering wheel is disabled.

Abstract: The present invention generally relates to closed-loop control methods, a computer program product and an open-loop control device (28) for a motor vehicle (24). The closed-loop control method is configured for the cooperative vehicle lateral guidance of a motor vehicle (24) with respect to a reference trajectory by means of an overall closed control loop (12) of a vehicle closed-loop control unit (26). The overall closed control loop (12) comprises at least one first closed-loop control module (18) and one second closed-loop control module (20). The first closed-loop control module (18) has a dynamic open-loop pilot controller (14) having a virtual closed control loop (22) which is configured to take into account a steering wheel state based on a manual steering input for influencing the vehicle lateral guidance.

Abstract: A sensor device is disclosed. The sensor device includes a torque sensor unit and a steering angle sensor unit for a motor vehicle. The torque sensor unit is configured to detect a torque which is applied to a steering shaft, rotatable about a main axis of rotation. The torque sensor unit includes at least one torque sensor magnetic unit to generate a torque sensor magnetic field and at least one torque magnetic sensor to generate a torque sensor signal as a function of a torque applied to the shaft. The steering angle sensor unit is configured to detect a rotary angle of the shaft. The steering angle sensor unit includes a main rotor, a first secondary rotor, and a first steering angle magnetic sensor.

Abstract: Disclosed herein are a system and method for controlling four-wheel independent steering vehicles. The system includes a steering angle sensor configured to detect a steering angle in relation to movement of a steering wheel, a motor controller configured to change a position of a wheel in response to the steering angle, a parallel movement key configured to set a parallel movement mode, and a processor configured to primarily adjust the position of the wheel through the motor controller by setting the parallel movement mode in response to the input of the parallel movement key and to control the motor controller to secondarily adjust the position of the wheel in response to the steering angle by limiting the steering angle of the steering wheel to a range of a limit angle. Therefore, it is possible to prevent the steering angle from changing significantly.

Abstract: A turning controller controls turning of each wheel in a vehicle having three or more wheels. The wheels are not mechanically constrained to each other and are turned independently. The turning controller includes turning actuator controllers provided in correspondence with turning actuators for turning each wheel. The turning actuator controllers control a driving current applied to the turning actuators so that a turning angle output by the turning actuator becomes a desired value. A set of a turning actuator and a turning actuator controller corresponding to each of the wheels is a unit. The turning actuator controllers communicates drive limit information, which is information regarding a drive limit of the turning actuator, with each other. The turning actuator controllers also limit a drive of the turning actuator of their own unit based on the drive limit information of their own unit and the other units.

Abstract: A chassis of a utility motor vehicle has a double wishbone suspension having two independent wheel suspensions, each wheel suspensions has an upper control arm, a lower control arm, and a wheel carrier. The upper control arm is connected to two upper connection points on the vehicle body which define a first axis, the upper control arm being rotatable relative to the vehicle body about the first axis, and the lower control arm being connected to two lower connection points on the vehicle body which define a second axis, the lower control arm being rotatable with respect to the vehicle body about the second axis. The first and second axes are parallel to one another and inclined relative to a horizontal by an inclination angle that is greater than 0° in a forward direction of travel when the double wishbone suspension is installed in the utility motor vehicle.

Abstract: A steer-by-wire steering assembly comprises a housing and a motor assembly having at least one rotor and at least one stator having a first motor winding and a second motor winding, the at least one stator being mounted to the housing. A steering shaft comprises a threaded portion configured to engage with a screw actuator and to move longitudinally with respect to the housing when the first motor winding and/or the second motor winding is actuated. A rotational sensor is mounted on the housing adjacent to one or more rotatable components. The rotational sensor is configured to generate a signal in dependence on detecting rotational movement of the rotatable components. A linear displacement sensor is mounted to an end of the steering shaft. The linear displacement sensor is configured to generate a signal in dependence of detecting linear movement of the steering shaft.

Abstract: The present disclosure relates to a vehicle path generating apparatus and a method therefor. The vehicle path generating apparatus includes a processor and a storage configured to store data and algorithms, when executed by the processor, cause the processor to set a drivable region for cutting-in, to generate a cut-in path within the drivable region and in response a cut-in activation condition which is satisfied during autonomous driving of the vehicle, the processor configured to control a vehicle to follow the cut-in path, when there is no space available for performing lane change for the cutting-in, the processor configured to determine that the cut-in activation condition is satisfied.

Abstract: Provided is a sliding frame for trailers, which includes a side beam, wherein the side beam includes a horizontally extending top wall and a vertically extending side wall, an upper surface of the top wall is provided with a wear-resistant pad extending along the length direction of the side beam; a guide rail clip is fixed on an outer surface of the side wall, wherein the guide rail clip includes a connection part fixed to the side wall, and a limiting part located above the connection part, and a backing plate is sandwiched between the connection part and the side wall, a part of the backing plate extends upward to an inner side of the limiting part, and a gap with openings at the top and both front and rear ends is formed between the limiting part and the backing plate.

Abstract: An off-road vehicle includes a frame, a roll-over protection structure, a suspension, wheels and a payload area. The frame and the roll-over protection structure cooperatively define a cockpit area. The frame includes a plurality of side posts arranged at the two sides of the cockpit area, and a cross tube. The payload area may include front-row seats and rear-row seats or may include front-row seats and a cargo box. The off-road vehicle further includes a seat belt and a belt retractor for both a driver seat and a passenger seat, and the belt retractors are at least partially arranged on the cross tube.

Abstract: When a pillar bracket is formed, as a protruding portion is integrally formed outward from an edge of a headliner, and a weather strip is fitted onto the protruding portion, the weather strip may maintain a predetermined shape to prevent a gap from being generated between the headliner and the weather strip. In this case, as the protruding portion is formed to always remain in close contact with a vehicle body panel, since the protruding portion fixedly supports the weather strip in close contact with the vehicle body panel and is not pushed any further, the weather strip may not be pushed or bent any further and may always maintain a predetermined shape. In addition, as a protruding rib integrally protrudes from the protruding portion, the protruding portion may fixedly support the weather strip more firmly in close contact with the vehicle body panel and thus more firmly and fixedly support the weather strip.

Abstract: A vehicle hood retention system for a vehicle includes a hood panel having a top surface and side walls extending downwardly from the top surface and a nose at a forward most position of the hood panel; a main body having a nose portion and configured to receive the hood panel; and a cross car frame positioned between side surfaces of the main body and configured to detachably affix the hood panel to the cross car frame. A nose portion of the main body and interlocks the hood panel and the main body. Compressible moldings may be affixed to the hood panel to form a gasket seal between mating surfaces of the hood panel and the main body.

Abstract: A system for protecting the body and frame of a vehicle from flying debris, particularly during a tire blowout includes a mounting apparatus configured to secure a protective shield, which may be a protective plate and/or fender, to an axle of a vehicle. In embodiments, the protective plate may be mounted to the axel via a mounting apparatus, and the fender may further be mounted to the mounting apparatus and/or protective plate. In some embodiments, the protective plate may be mounted directly to the axel, and the fender may further be mounted to the protective plate, whereby the plate may serve as the mounting apparatus.

Abstract: The present disclosure relates to a vehicle, an under-shield structure and a method for manufacturing the under-shield structure. The under-shield structure comprises at least one support beam and a panel over-molded on the at least one support beam. The panel further comprises a base plate and at least one reinforcement structure protruding vertically from the base plate. Thereby reducing the fluttering, noise, vibration, and harshness at high vehicle speed and increasing the overall stiffness of the under-shield structure.

Abstract: A reinforcing element for reinforcing a structural element of a motor vehicle includes a carrier and an expandable material arranged thereon. The carrier has a first side wall and a second side wall, and an intermediate member connecting the side walls. The reinforcing element is produced by an injection molding process, wherein the side walls are oriented substantially in a demolding direction of the injection molding process. The side walls each have on their outer sides a first region and a second region, wherein the first region is covered with expandable material and the second region is not covered with expandable material.

Abstract: An apparatus including a connector structure. The connector structure can connect a first vehicle panel with a second vehicle panel. The connector structure can be disposed between the first vehicle panel and the second vehicle panel. The connector structure can include a first adhesive to adhere the connector structure to the first vehicle panel and a second adhesive to adhere the connector structure to the second vehicle panel.

Abstract: An automobile space extension mechanism is provided. The automobile space extension mechanism includes a space extension assembly and an adapter assembly. The space extension assembly is movably installed at a tail of a compartment of an automobile body through the adapter assembly; and in use, when a rear cover of the compartment is opened, the space extension assembly is unfolded backwards and downwards into a frame structure through pulling and flipping operations, and an opening side of the frame structure faces the compartment of the automobile body and is communicated to interior space of the compartment.

Abstract: A tailgate device includes a tailgate housing with a first longitudinal side pivotably coupled to a distal end of a truck bed. The tailgate housing provides access to the truck bed. The tailgate device also includes an extension assembly carried by the tailgate housing and having a panel having a first panel longitudinal side, a second panel longitudinal side opposite of the first panel longitudinal side, a first panel end between the first and second panel longitudinal sides, and a second panel end opposite the first panel end and between the first and second panel longitudinal sides. The first panel longitudinal side is pivotably coupled to the second longitudinal side of tailgate housing. The extension assembly also includes a first side panel pivotably coupled to the first end of the tailgate housing, and a second side panel pivotably coupled to the second end of the tailgate housing.

Abstract: A road vehicle having a roll axis, a pitch axis and a yaw axis and comprising a rear aileron; characterized in that the rear aileron comprises two airfoils coupled to each other in a rotary manner around a pivoting pin with an axis parallel to the yaw axis so that the aileron can assume a variable geometry between an opening configuration, in which the airfoils are in series to each other along an axis parallel to the pitch axis, and a closing configuration, in which the airfoils are in parallel to each other along an axis parallel to the roll axis, going through a plurality of semi-opening configurations, in which the airfoils define a non-zero negative sweep angle toward the front portion of the vehicle.

Abstract: A method of moving an autonomous mobile robot dolly is provided. The method includes positioning a base of a transport trailer under a frame of the autonomous mobile robot dolly. The base carries a lifting plate that is operatively connected to an actuator that is configured to raise the lifting plate. The lifting plate is raised using the actuator thereby raising the autonomous mobile robot dolly to a raised position. The transport trailer is moved from one location to a different location with the lifting plate and the autonomous mobile robot dolly in the raised position.

Abstract: A trailer stand positionable by a shunt truck is disclosed. The trailer stand includes a leg assembly having a front pair of legs and a back pair of legs, the front pair of legs connected by a front cross support and the back pair of legs connected by a back cross support, a wheel assembly having a wheel assembly frame that has a first end and a second end, the first end connected to the back pair of legs, the second end retaining an axle, the axle rotatably retaining at least two wheels, a stepped assembly having a front end, a back end, a top, and a bottom, the front end connected to the front cross support, the back end connected to the back cross support, the top of the stepped assembly providing a plurality of landing areas for an end of the semi-trailer, and a lifting frame.

Abstract: A kickstand for bicycles including one base body associated with a frame of a bicycle; at least one leg associated with the base body and positionable in one lowered parking position and in one raised riding position; a signaling device/component/module/unit or the like that includes at least one signaling device associated with the leg configured to emit one light beam and oriented so as to project the light beam on the ground to define a light line alongside the bicycle when the leg is in the raised riding position; one electronic management and control unit operatively connected to the signaling device/component/module/unit and configured to detect whether the leg is in the raised riding position and to activate, as a result of the detection, the signaling device/component/module/unit.