A tyre comprising an adaptive tread, the adaptive tread comprising a plurality of surface sections, wherein each surface section can move without deformation relative to the other surface sections to form a tread pattern.

A liquid sprayer control method to induce drift driving for a vehicle, wherein the control apparatus includes a liquid sprayer attached to a tank of fluid, which in turn has two small hoses aiming towards the rear tires of a vehicle. With a simple push-button controller at the driver’s command, the driver sprays liquid onto the rear tires, coating them for an effective loss of traction of the rear tires, allowing the driver to induce a drift, or intentional loss of rear traction of the vehicle for closed-course exhibition or educational purposes.

A hybrid vehicle includes an internal combustion engine, an electric power storage device, an electric motor, and an electronic control unit. The internal combustion engine is configured to generate a traveling driving force. The electric motor is configured to generate a traveling driving force by receiving electric power supply from the electric power storage device. The electronic control unit is configured to control the internal combustion engine and the electric motor during switching between a selected state of a first mode and a selected state of a second mode such that a speed at which a vehicle driving torque approaches a value subsequent to the switching of the selection state from a value prior to the switching of the selection state within a predetermined period of time from a time point of the switching is lower than the speed subsequent to an elapse of the predetermined period of time.

A method and apparatus for controlling battery state of charge (SOC) in a hybrid electric vehicle are provided to enable the efficient use of energy, the maximization of energy recovery, and the improvement of fuel efficiency and operability without the improvement of capacity and performance of electrical equipment or a main battery in a hybrid electric vehicle. The apparatus includes a collecting device that collects information regarding the slope or the road type and information regarding the vehicle speed. A controller determines charge and discharge modes based on the driving information and determines a charging upper and lower limit SOC based on the road slope or road type information a road section on which the vehicle is traveling and the vehicle speed information in the road section. A charge or discharge command is output based on the charging upper limit SOC and the charging lower limit SOC.

An electric vehicle (1) includes, a chassis (10), a pair of front (21, 31) and rear wheels (22, 32) provided on a right side of the chassis (10) and a pair of front (21, 31) and rear wheels (22, 32) provided on a left side of the chassis (10), two motors (41R, 41L) that drive any of the right and left front wheels (21, 31) or the right and left rear wheels (22, 32), a sprocket (21b, 22b, 31b, 32b) and a belt (23, 33) serving as a power transmission member transmitting power between the front and rear wheels of each pair, and a battery (40) that supplies power to the electric motors (41R, 41L). Changing of a direction or turning of the electric vehicle (1) is performed by changing the rotational speed or a rotation direction by gearboxes (43R, 43L) for the power from the electric motors (41R, 41L).

A lane-keeping system suitable for use on an automated vehicle includes a camera, an inertial-measurement-unit, and a controller. The camera is configured to detect a lane-marking of a roadway traveled by a vehicle. The inertial-measurement-unit is configured to determine relative-motion of the vehicle. The controller in communication with the camera and the inertial-measurement-unit. When the lane-marking is detected the controller is configured to steer the vehicle towards a centerline of the roadway based on a last-position, and determine an offset-vector indicative of motion of the vehicle relative to the centerline of the roadway. When the lane-marking is not detected the controller is configured to: determine an offset-position relative to the last-position based on information from the inertial-measurement-unit, determine a correction-vector used to steer the vehicle from the offset-position towards the centerline of the roadway based on the last-position and the offset-vector, and steer the vehicle according to the correction-vector.

A wheel disc for a disc wheel, especially for utility vehicles; with an essentially radially extending hub fitting flange and an essentially cylindrical disc edge which can be joined to a wheel rim, and with a transition region extending between the hub fitting flange and the disc edge, wherein the transition region is subdivided into at least five segments (Ai to v) passing into each other or into the hub fitting flange or the disc edge, each of which has an outer end situated closer to the hub fitting flange and an inner end situated closer to the disc edge, wherein neighbouring segments have curvatures with different directions and variable material thickness, with the ratios of the material thicknesses and the ratio of their lengths to heights are chosen as follows:

TABLE-US-00001 Material thickness of Length in axial inner end direction Material thickness of Height in radial outer end direction Segment A.sub.I 0.45-0.7  0.9-1.1 (between hub fitting flange and segment A.sub.II) Segment A.sub.II 0.7-1.0  1.6-1.9 (between A.sub.I and A.sub.III) Segment A.sub.III 0.9-1.25 2.5-2.8 (between A.sub.II and A.sub.IV) Segment A.sub.IV 0.9-1.25 2.8-3.1 (between A.sub.III and A.sub.V) Segment A.sub.V 0.7-1.15 6.0-6.8 (between A.sub.IV and disc edge)

The TTAssembly is a three tire and rim wheel assembly. The assembly consists of a large diameter center wheel with two identical smaller diameter wheels on the inboard and outboard sides respectively. The TTAssembly replaces the standard single rim single tire assemblies on a vehicle hub, maximizing gas mileage and the safety requirement of the vehicle. It also reduces maintenance costs and eliminates the need for a spare tire.

The disclosure relates generally to methods, systems, and apparatuses for automated or assisted driving and more particularly relates to identification, localization, and navigation with respect to bollard receivers. A method for detecting bollard receivers includes receiving perception data from one or more perception sensors of a vehicle. The method includes determining, based on the perception data, a location of one or more bollard receivers in relation to a body of the vehicle. The method also includes providing an indication of the location of the one or more bollard receivers to one or more of a driver and component or system that makes driving maneuver decisions.

A hybrid powertrain and a method for controlling the powertrain are provided to convert an EV mode, a power slit mode, and a parallel mode based on a driving state. The powertrain includes an input shaft connected to an engine and first and second motors/generators installed within a transmission housing. A planetary gear set is installed on an input shaft and includes a combination of a sun gear, a planetary carrier, and a ring gear. A first output gear is connected to the second motor/generator and a second output gear is connected to the planetary carrier of the planetary gear set. A rotation restraint mechanism restricts a rotation of the input shaft. An overdrive brake is connected to the sun gear of the planetary gear set or the first motor/generator. An output shaft is supplied with power through the first and second output gears.