MULTI-CYLINDER INTERNAL COMBUSTION ENGINE, WITH CYLINDERS EQUIPPED WITH INTAKE VALVE VARIABLE ACTUATION SYSTEMS HAVING HYDRAULIC CIRCUITS WHICH CROSS EACH OTHER
An internal-combustion engine has a plurality of cylinders each with two intake valves driven by respective pumping pistons operatively associated to cams of a camshaft, by respective hydraulic circuits. The hydraulic has its pressure chamber communicating with hydraulic actuators of the two intake valves, so that the two intake valves of each cylinder are controlled, via two different hydraulic circuits, by cams associated to two different cylinders. Each cam is configured to give rise to a cycle of opening and closing of each of the intake valves in an angular range of rotation of the crankshaft less than 180° such that, in each operating cycle of a cylinder, only the first intake valve initially opens and closes while the second intake valve remains closed, and then the second intake valve opens and closes while the first intake valve remains closed.
F01L 1/26 - Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of two or more valves operated simultaneously by same transmitting-gearValve-gear or valve arrangements, e.g. lift-valve gear peculiar to machines or engines with more than two lift valves per cylinder
F01L 1/344 - Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear
F01L 9/14 - Valve-gear or valve arrangements actuated non-mechanically by fluid means, e.g. hydraulic in which the action of a cam is being transmitted to a valve by a liquid column with a liquid chamber between a piston actuated by a cam and a piston acting on a valve stem the volume of the chamber being variable, e.g. for varying the lift or the timing of a valve
3.
INTERNAL COMBUSTION ENGINE WITH VARIABLE INTAKE VALVE ACTUATION, BOOT PROFILE CAMS, AND ENGINE CONTROL METHOD
An internal combustion engine has at least one intake valve (V1, V2) for each cylinder actuated by a cam (14) shaped to create a lift profile having a boot conformation. The intake valve is actuated by a respective cam by means a hydraulic circuit which can be pressurized or discharged by means of an electrically actuated control valve (24), governed by an electronic controller. The electronic controller is configured to actuate the intake valve (V1, V2), under given engine operating conditions, so that during a final part of the descent of the respective piston towards the BDC at least one intake valve (V1, V2) is kept completely closed or is kept open to an extent sufficiently small to generate a pressure drop of at least 0.4 bar (40,000 Pa) in the cylinder due to the simultaneous descent of the piston towards the BDC. During a subsequent ascent phase of the respective piston towards the TDC, substantially from the BDC, the intake valve is opened, to generate a jet of air entering the cylinder, due to the depression created in the cylinder during the previous descent phase of the piston towards the BDC.
F01L 9/14 - Valve-gear or valve arrangements actuated non-mechanically by fluid means, e.g. hydraulic in which the action of a cam is being transmitted to a valve by a liquid column with a liquid chamber between a piston actuated by a cam and a piston acting on a valve stem the volume of the chamber being variable, e.g. for varying the lift or the timing of a valve
A carbon dioxide adsorber system (1 ) for motor-vehicles, arranged to remove carbon dioxide from the atmosphere, when the vehicle is moving. The system (1 ) comprises a carbon dioxide capture module (2) mounted on a wheel arch (3) of the vehicle, wherein said capture module (2) comprises an adsorbent cartridge (6) made of adsorbent material suitable for retaining carbon dioxide, and a hollow casing (7) containing said cartridge (6), The hollow casing (7) comprises at least one inlet opening (8) for entry of an airflow into the casing (7), to be treated with the cartridge (6), and at least one outlet opening (9) for releasing carbon dioxide-free air. The system (1 ) also comprises at least one active element (21 ) arranged to generate an airflow that passes through at least one portion of the cartridge (6), so as to guarantee adsorption of carbon dioxide even in the absence of natural aerodynamic effects generated along the wheel arch (3) with vehicle speeds above a certain value.
B01D 53/04 - Separation of gases or vapoursRecovering vapours of volatile solvents from gasesChemical or biological purification of waste gases, e.g. engine exhaust gases, smoke, fumes, flue gases or aerosols by adsorption, e.g. preparative gas chromatography with stationary adsorbents
6.
DRIVER-ASSISTANCE SYSTEM OF A MOTOR VEHICLE, AND CORRESPONDING METHOD
A driver-assistance system of a motor vehicle (2) comprises one or more stationary optical reference markers (9a, 9b, 9c, 9d, 11a, 11b, 12a, 12b) that can be positioned by a user in a manoeuvring area (10), and a 5 motor vehicle (2). The motor vehicle includes an optical sensor (7) such as a video camera, one or more driving systems (3), a user interface (4), and an electronic control unit (5). The optical sensor (7) is configured to detect a scene (8) around the motor vehicle and produce data that represent the scene around the motor vehicle. The electronic control unit (5) is configured 10 to: - receive first data from the optical sensor (7) during a first manual execution of a manoeuvre, and process the first data to determine a set of suggested positions for the markers in the manoeuvring area (10); - indicate to the user, via the user interface (4), the set of suggested 15 positions for the markers; - receive second data produced by the optical sensor (7), and process the second data received via an object-recognition algorithm to detect the presence of the reference markers; - store data indicative of the geometrical configuration of the 20 manoeuvring area (10) based on the detected position of the reference markers in the second data received from the optical sensor during a second manual execution of the manoeuvre, wherein the data indicative of the geometrical configuration of the manoeuvring area (10) constitute a map indicating the areas accessible to the motor vehicle and the areas not 25 accessible to the motor vehicle; and - impart commands to the driving systems (3) of the motor vehicle (2) for controlling the subsequent assisted or automatic repetition of the manoeuvre based on the stored geometrical configuration and on the optical detection of the reference markers.
Carbon dioxide capture system (1) for motor-vehicle, arranged to remove carbon dioxide from the atmosphere when the vehicle is in motion. The system (1) comprises a carbon dioxide capture module (2) mounted on a wheel arch (3) of the vehicle, wherein said capture module (2) comprises an adsorbent cartridge (6) made of adsorbent material suitable for retaining carbon dioxide, and a hollow casing (7) containing said cartridge (6). The hollow casing (7) comprises at least one inlet opening (8) for the entry of an airflow into the casing (7), to be treated with the cartridge (6), and at least one outlet opening (9) for releasing carbon dioxide-free air.
B01D 53/04 - Separation of gases or vapoursRecovering vapours of volatile solvents from gasesChemical or biological purification of waste gases, e.g. engine exhaust gases, smoke, fumes, flue gases or aerosols by adsorption, e.g. preparative gas chromatography with stationary adsorbents
8.
INTERNAL COMBUSTION ENGINE WITH VARIABLE INTAKE VALVE ACTUATION AND ENGINE CONTROL METHOD
In an internal combustion engine, having a single intake valve (V) for each cylinder, this intake valve is controlled by a cam (14) of a camshaft (11) by means of a hydraulic circuit which can be pressurized or discharged by means of an electrically actuated control valve (24), governed by an electronic controller. The cam has two lobes (14A, 14B) arranged and configured to tend to cause a first opening period and a second opening period of said single intake valve of each cylinder at each revolution of the cam (14). The electronic controller implements different opening strategies of the intake valve (V) of each cylinder as a function of the engine load and the engine rotational speed. The different strategies are characterized by an actuation of both the first and second opening periods, or by an actuation of only the first opening period, or by an actuation of only the second opening period. The strategies may also differ from each other due to a different timing of the second opening period.
F02D 13/02 - Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
F01L 9/14 - Valve-gear or valve arrangements actuated non-mechanically by fluid means, e.g. hydraulic in which the action of a cam is being transmitted to a valve by a liquid column with a liquid chamber between a piston actuated by a cam and a piston acting on a valve stem the volume of the chamber being variable, e.g. for varying the lift or the timing of a valve
F02D 41/00 - Electrical control of supply of combustible mixture or its constituents
F02D 19/06 - Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
F02D 19/12 - Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with non-fuel substances or with anti-knock agents, e.g. with anti-knock fuel
F02D 35/02 - Non-electrical control of engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions
F02D 41/06 - Introducing corrections for particular operating conditions for engine starting or warming up
A wear and temperature sensor (2) of a braking member of a vehicle comprises detection electric circuits (12) arranged in an ordered sequence. Each of the detection circuits (12) comprises a wear detector (16), and a subset of the detection circuits (12) comprises a temperature detector (17; Te90, Te50, Te10, TeBP). The resistance values of the detection circuits (12) are sensed and an N-bit binary sequence is produced, N being the number of detection circuits (12). The bits of the binary sequence are orderly associated, from the most significant bit to the least significant bit, to the ordered sequence of detection circuits (12). Each bit of the sequence takes on the value "1" if the corresponding detection circuit (12) is electrically continuous and the value "0" if the corresponding detection circuit (12) is electrically interrupted. In the N-bit binary sequence, the most significant bit amongst those with the value "1" is identified, and the wear degree of the braking element is determined as a function of the position of the identified bit in the binary sequence. In a subset of the N-bit binary sequence which corresponds to the subset of detection circuits (12), a further more significant bit is identified amongst those having the value "1", and the temperature of the braking element is determined as a function of the resistance of the temperature detector associated to the detection circuit (12) corresponding to this further most significant bit. A set of allowable cases for the N-bit binary sequence is stored, said N-bit binary sequence is compared to the stored allowable cases, and an error message is produced if the N-bit binary sequence does not correspond to any of the stored allowable cases.
It is described a parcel shelf (1) for a motor-vehicle, comprising a panel configured for covering at least partially a luggage compartment of a trunk (2) of the motor-vehicle and forming a shelf for supporting objects. The parcel shelf (1) comprises at least one pull-out table unit (6) integrated with the panel of the parcel shelf (1).
B60R 5/04 - Compartments within vehicle body primarily intended or sufficiently spacious for trunks, suit-cases, or the like arranged at rear of vehicle
B60R 7/04 - Stowing or holding appliances inside of vehicle primarily intended for personal property smaller than suit-cases, e.g. travelling articles, or maps in driver or passenger space
B60N 3/00 - Arrangements or adaptations of other passenger fittings, not otherwise provided for
11.
A SYSTEM FOR ACTUATING AN INTAKE VALVE OF AN INTERNAL COMBUSTION ENGINE
An actuation system of an intake valve associated with a cylinder of an internal combustion engine comprises a slave piston (21) which operates the intake valve (7), and which is hydraulically controlled by means of a volume of pressurized fluid (C) by a master piston (16) driven by a first cam (14A) of a camshaft (11). A control valve (24) controls the communication between a volume of pressurized fluid (C) and a lower pressure environment to which a fluid accumulator (270) is connected. The control valve (24) is mechanically controlled by a second cam (14B), which is carried by the camshaft (11) and which has the sole function of controlling the control valve (24). The first cam (14A) has two lobes (A1, A2) configured and arranged to cause a first opening period and a second opening period of the intake valve (7) at each revolution of the cam. The second cam (14B) has two lobes (B1, B2) configured and arranged in such a way as to cause the opening of the control valve (24), and the consequent sudden closing of the intake valve (7), in advance of the closing of the intake valve, which would be caused by the two lobes (A1, A2) of the first cam (14A).
F01L 13/00 - Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations
F01L 9/14 - Valve-gear or valve arrangements actuated non-mechanically by fluid means, e.g. hydraulic in which the action of a cam is being transmitted to a valve by a liquid column with a liquid chamber between a piston actuated by a cam and a piston acting on a valve stem the volume of the chamber being variable, e.g. for varying the lift or the timing of a valve
F01L 1/26 - Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of two or more valves operated simultaneously by same transmitting-gearValve-gear or valve arrangements, e.g. lift-valve gear peculiar to machines or engines with more than two lift valves per cylinder
F01L 1/344 - Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear
12.
INTERNAL COMBUSTION ENGINE WITH VARIABLE INTAKE VALVE ACTUATION AND ENGINE CONTROL METHOD
In an internal combustion engine, the two intake valves (V1, V2) of each cylinder are controlled by a single cam (14), or by respective cams, of a camshaft (11) by means of a single hydraulic circuit, or respective hydraulic circuits, which can be pressurized or discharged by means of one or more electrically actuated control valves (24), controlled by an electronic controller. The, or each, cam has two lobes (14A, 14B) arranged and configured to tend to cause a first opening period and a second opening period of each of the two intake valves of each cylinder at each revolution of the cam (14). The electronic controller implements different opening strategies of the two intake valves (V1, V2) of each cylinder depending on the engine load and the engine rotation speed. The different strategies correspond to different combinations of presence or absence of the first opening period and presence or absence of the second opening period of the first intake valve and the second intake valve of each cylinder. The strategies may also differ from each other due to a different timing of the second opening period.
F02D 13/02 - Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
F01L 9/14 - Valve-gear or valve arrangements actuated non-mechanically by fluid means, e.g. hydraulic in which the action of a cam is being transmitted to a valve by a liquid column with a liquid chamber between a piston actuated by a cam and a piston acting on a valve stem the volume of the chamber being variable, e.g. for varying the lift or the timing of a valve
F02D 19/12 - Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with non-fuel substances or with anti-knock agents, e.g. with anti-knock fuel
F02D 35/02 - Non-electrical control of engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions
F02M 25/022 - Adding fuel and water emulsion, water or steam
13.
INTERNAL COMBUSTION ENGINE WITH IMPROVED INTAKE VALVE OPENING STRATEGIES AND ENGINE CONTROL METHOD
In an internal combustion engine, the two intake valves (V1, V2) of each cylinder are controlled by a variable actuation system configured to control the two intake valves independently of each other and to cause a first opening period and a second opening period of each of the two intake valves of each cylinder at each operating cycle of the cylinder. An electronic controller implements different opening strategies of the two intake valves (V1, V2) of each cylinder depending on the engine load and the engine rotation speed. The different strategies correspond to different combinations of presence or absence of the first opening period and presence or absence of the second opening period of the first intake valve and the second intake valve of each cylinder. The strategies may also differ from each other due to a different timing of the second opening period.
F02D 13/02 - Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
F01L 9/14 - Valve-gear or valve arrangements actuated non-mechanically by fluid means, e.g. hydraulic in which the action of a cam is being transmitted to a valve by a liquid column with a liquid chamber between a piston actuated by a cam and a piston acting on a valve stem the volume of the chamber being variable, e.g. for varying the lift or the timing of a valve
F02D 19/12 - Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with non-fuel substances or with anti-knock agents, e.g. with anti-knock fuel
F02D 35/02 - Non-electrical control of engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions
F02M 25/022 - Adding fuel and water emulsion, water or steam
14.
A METHOD OF DETECTING THE PRESENCE OF A PORTABLE ELECTRONIC DEVICE IN A VEHICLE, CORRESPONDING SYSTEM AND COMPUTER PROGRAM PRODUCT
In a method of detecting the presence of a portable electronic device in a vehicle, a portable electronic device whose position is unknown is selected (101), via a user terminal, from a stored list of portable electronic devices. A vehicle in which to look for the selected portable electronic device is selected (101), via the user terminal, from a stored list of vehicles. A connection (101) is established with the selected device to cause (107) sound emission of a ringtone by the selected device. A connection is established (104) with the selected vehicle, and a message is transmitted to the selected vehicle to activate a connectivity control unit of the vehicle and a control unit of a microphone inside the cabin of the vehicle. A sequence of audio data inside the cabin of the vehicle is acquired (108, 109) using the microphone. The sequence of audio data is processed (111) to determine (112) whether the sequence of audio data comprises the ringtone emitted by the selected device. A feedback message is transmitted (113) to the user terminal.
G01S 5/18 - Position-fixing by co-ordinating two or more direction or position-line determinationsPosition-fixing by co-ordinating two or more distance determinations using ultrasonic, sonic, or infrasonic waves
G01S 11/14 - Systems for determining distance or velocity not using reflection or reradiation using ultrasonic, sonic or infrasonic waves
15.
STORAGE MODULE, IN PARTICULAR FOR FORMING A VEHICLE BATTERY PACK, AND ASSEMBLY PROCESS FOR FORMING SUCH A STORAGE MODULE
A storage module (1), in particular for forming a vehicle battery pack, has a casing (13), which extends along a vertical axis, along a longitudinal axis (6) and along a transverse direction (12), orthogonal to said axes, and defines a housing (14) capable 5 of containing a plurality of battery cells (11); the housing (13) has a base wall (15), and a perimeter wall (16), which extends along a perimeter of the base wall (15), so as to define a contour of the housing (14), and is provided with a front portion (23a), of a rear portion (23b), and of two side plates (20), opposite to each other along the transverse direction (12); the base wall (15) has a plate (29) and connecting means 10 (30) to couple the plate (29) to the perimeter wall (16); such connecting means (30) are coupled to lower edges (26) of the two side plates (20) and are configured to retain such lower edges (26) along the transverse direction (12) in order to prevent outward expansion of the side plates (20).
H01M 50/209 - Racks, modules or packs for multiple batteries or multiple cells characterised by their shape adapted for prismatic or rectangular cells
H01M 50/244 - Secondary casingsRacksSuspension devicesCarrying devicesHolders characterised by their mounting method
H01M 50/249 - MountingsSecondary casings or framesRacks, modules or packsSuspension devicesShock absorbersTransport or carrying devicesHolders specially adapted for aircraft or vehicles, e.g. cars or trains
It is described a motor-vehicle structural node (10), arranged for connection with at least one elongated element (1) substantially beam- shaped. The node (10) comprises a central connection body (2) defining at 5 least one receiving seat (3) for receiving an end portion (4) of the beam- shaped element (1), and a movable body (8) pivotally mounted to the central body (2) between a raised position and a lowered position for connecting the end portion (4) to the central body (2). The central body and the movable body (2, 8) are obtained by an additive manufacturing technique in an 10 already mutually articulated condition so that the central body and the movable body (2, 8) are permanently bound to each other. (Figure 1).
Air conveyor system (S) for cooling a suspension and brake assembly (1 ) of a motor-vehicle wheel, comprising a suspension fork (8) and an air conveyor duct (12) for conveying a cooling airflow towards one or more components of said suspension and brake assembly (1 ). The duct (12) comprises an intermediate portion (17) passing through a stiffening and fixing receiving body (18) suitable for supporting and fixing said intermediate portion (17). The fork (8) is made by an additive manufacturing technology, defining a single piece comprising said receiving body (18) or a single piece comprising one or more fastening seats (19) for fixing the receiving body (18) to the arms (9). The duct (12) comprises a proximal portion (15) protruding from the fork (8) towards one or more components to be cooled of said suspension and brake assembly (1 ).
A motor-vehicle comprises an outdoor tent assembly (1 ) connected to the rear part of the body (S) and defining a closed and sheltered environment provided for housing one or more subjects. In the assembled configuration of the tent group (1 ), the tailgate (20) of the vehicle is in the raised open position and said closed and sheltered environment extends behind the motor-vehicle body (S). The tailgate (20) comprises an integrated extension system (22), comprising at least one support and extension element (23) maneuverable between a retracted position and an extended position suitable for defining an extension of the tailgate (20). In the assembled configuration of the tent assembly (1 ), the support and extension element (23) is in its extended position and the upper wall (2) of the tent assembly (1 ) extends above and along the tailgate (20) and along the support element (23).
B60P 3/34 - Vehicles adapted to transport, to carry or to comprise special loads or objects comprising living accommodation for people, e.g. caravans, camping, or like vehicles the living accommodation being expansible, collapsible or capable of rearrangement
E04H 15/06 - Tents at least partially supported by vehicles
θROTROT θROTROT ROT ) °f which the motor-vehicle reference frame is to be rotated relative to the inertial reference frame along the planned driving path. The Trajectory Planner and Controller (12) is further designed to compute an obstacle-free driving corridor, within which the motor-vehicle (2) may be driven in automated driving without colliding with any of the obstacles, by computing, for each waypoint of the planned driving path, a pair of corridor segments, which are parallel to the driving path segment associated to said waypoint and are located at a same user-settable distance from the planned driving path segment on opposite sides of it.
VPREDVPREDVPREDVPRED ) ),, to compute an obstacle-free driving corridor, within which the motor-vehicle (2) may be driven in automated driving without colliding with any of the obstacles, on the basis of the planned driving path so as to define the obstacle-free driving corridor as two series of consecutive corridor segments, each of the two series of consecutive corridor segments defining a respective boundary of the free corridor, and to real-time modify boundaries of the free corridor on the basis of the prediction of the state of the motor vehicle.
A storage module (10) for forming a battery pack (1), in particular a vehicle battery pack, which has a casing with a base wall (15) and a perimeter wall (16), which extends from a perimeter of said base wall (15), so as to delimit a housing (18) containing a plurality of battery cells; the perimeter wall (16) has aa front face (23a) and a rear face (23b), and two lateral faces (20) arranged on opposite sides of the housing (18); for each of said lateral faces (20), the storage module has heat exchange conduits (20) with a first and a second port (31a, 31b), which are arranged respectively at the front face (23a) and the rear face (23b),, are suitable for defining, in use, an inlet and/or an outlet for a heat exchange fluid, and are positioned so as to be connected, in use, to other storage modules (10) arranged in aligned and adjacent positions along the longitudinal axis (6) in the battery pack (1).
An automotive electronic system designed to allow automotive cooperative lane-level relative localization based on inter-vehicular communication of two motor vehicles each equipped with such an automotive electronic system, comprising:
an automotive sensory system configured to output an output such as to allow right and left lane lines which delimit a lane traveled by the motor vehicle to be identified;
an automotive geo-location system configured to output position data indicative of a geographical position of the motor vehicle;
an automotive communication interface configured to allow the motor vehicle to communicate with other motor vehicles through an inter-vehicular communication based on inter-vehicular messaging; and
automotive electronic storing and processing resources in communication with the automotive sensory system to receive the output therefrom, with the automotive geo-location system to receive the position data therefrom, and with the automotive communication interface and designed to allow the lane-level relative localization of two motor vehicles.
An automotive electronic system designed to allow automotive cooperative lane-level relative localization based on inter-vehicular communication of two motor vehicles each equipped with such an automotive electronic system, comprising:
an automotive sensory system configured to output an output such as to allow right and left lane lines which delimit a lane traveled by the motor vehicle to be identified;
an automotive geo-location system configured to output position data indicative of a geographical position of the motor vehicle;
an automotive communication interface configured to allow the motor vehicle to communicate with other motor vehicles through an inter-vehicular communication based on inter-vehicular messaging; and
automotive electronic storing and processing resources in communication with the automotive sensory system to receive the output therefrom, with the automotive geo-location system to receive the position data therefrom, and with the automotive communication interface and designed to allow the lane-level relative localization of two motor vehicles.
In order to allow the lane-level relative localization of the first motor vehicle by the second motor vehicle, the automotive electronic storing and processing resources of the first motor vehicle are configured to:
identify, based on the output of the automotive sensory system, the right and left lane lines which delimit the lane traveled by the first motor vehicle;
compute, based on the identified right and left lane lines, the right and left distances of the first motor vehicle from the identified right and left lane lines; and
transmit to the second motor vehicle, via the inter-vehicular communication interface, inter-vehicular messages containing position data indicative of the geographical position of the first motor vehicle and distance data representative of the right and left distances of the first motor vehicle from the identified right and left lane lines.
An automotive electronic system designed to allow automotive cooperative lane-level relative localization based on inter-vehicular communication of two motor vehicles each equipped with such an automotive electronic system, comprising:
an automotive sensory system configured to output an output such as to allow right and left lane lines which delimit a lane traveled by the motor vehicle to be identified;
an automotive geo-location system configured to output position data indicative of a geographical position of the motor vehicle;
an automotive communication interface configured to allow the motor vehicle to communicate with other motor vehicles through an inter-vehicular communication based on inter-vehicular messaging; and
automotive electronic storing and processing resources in communication with the automotive sensory system to receive the output therefrom, with the automotive geo-location system to receive the position data therefrom, and with the automotive communication interface and designed to allow the lane-level relative localization of two motor vehicles.
In order to allow the lane-level relative localization of the first motor vehicle by the second motor vehicle, the automotive electronic storing and processing resources of the first motor vehicle are configured to:
identify, based on the output of the automotive sensory system, the right and left lane lines which delimit the lane traveled by the first motor vehicle;
compute, based on the identified right and left lane lines, the right and left distances of the first motor vehicle from the identified right and left lane lines; and
transmit to the second motor vehicle, via the inter-vehicular communication interface, inter-vehicular messages containing position data indicative of the geographical position of the first motor vehicle and distance data representative of the right and left distances of the first motor vehicle from the identified right and left lane lines.
In order to allow the lane-level relative localization of the second motor vehicle by the first motor vehicle, the automotive electronic storing and processing resources of the first motor vehicle are configured to:
receive, via the motor automotive communication interface inter-vehicular messages transmitted by the second motor vehicle and containing position data indicative of the geographical position of the second motor vehicle and outputted by the automotive geo-location system of the second motor vehicle and distance data representative of the left and right distances of the second motor vehicle from the right and left lane lines which delimit the lane traveled by the second motor vehicle and identified based on the output of the automotive sensory system of the second motor vehicle;
extract position and distance data contained in the V2V messages received by the second motor vehicle; and
lane-level localize the second motor vehicle relative to the first motor vehicle based on the geographical position of the first motor vehicle, on the right and left lane lines which delimit the lane traveled by the first motor vehicle and on the geographical position of the second motor vehicle and the left and right distances of the second motor vehicle from the right and left lane lines which delimit the lane traveled by the second motor vehicle extracted from the inter-vehicular messages transmitted by the second motor vehicle.
An automotive electronic system designed to allow automotive cooperative lane-level relative localization based on inter-vehicular communication of two motor vehicles each equipped with such an automotive electronic system, comprising:
an automotive sensory system configured to output an output such as to allow right and left lane lines which delimit a lane traveled by the motor vehicle to be identified;
an automotive geo-location system configured to output position data indicative of a geographical position of the motor vehicle;
an automotive communication interface configured to allow the motor vehicle to communicate with other motor vehicles through an inter-vehicular communication based on inter-vehicular messaging; and
automotive electronic storing and processing resources in communication with the automotive sensory system to receive the output therefrom, with the automotive geo-location system to receive the position data therefrom, and with the automotive communication interface and designed to allow the lane-level relative localization of two motor vehicles.
In order to allow the lane-level relative localization of the first motor vehicle by the second motor vehicle, the automotive electronic storing and processing resources of the first motor vehicle are configured to:
identify, based on the output of the automotive sensory system, the right and left lane lines which delimit the lane traveled by the first motor vehicle;
compute, based on the identified right and left lane lines, the right and left distances of the first motor vehicle from the identified right and left lane lines; and
transmit to the second motor vehicle, via the inter-vehicular communication interface, inter-vehicular messages containing position data indicative of the geographical position of the first motor vehicle and distance data representative of the right and left distances of the first motor vehicle from the identified right and left lane lines.
In order to allow the lane-level relative localization of the second motor vehicle by the first motor vehicle, the automotive electronic storing and processing resources of the first motor vehicle are configured to:
receive, via the motor automotive communication interface inter-vehicular messages transmitted by the second motor vehicle and containing position data indicative of the geographical position of the second motor vehicle and outputted by the automotive geo-location system of the second motor vehicle and distance data representative of the left and right distances of the second motor vehicle from the right and left lane lines which delimit the lane traveled by the second motor vehicle and identified based on the output of the automotive sensory system of the second motor vehicle;
extract position and distance data contained in the V2V messages received by the second motor vehicle; and
lane-level localize the second motor vehicle relative to the first motor vehicle based on the geographical position of the first motor vehicle, on the right and left lane lines which delimit the lane traveled by the first motor vehicle and on the geographical position of the second motor vehicle and the left and right distances of the second motor vehicle from the right and left lane lines which delimit the lane traveled by the second motor vehicle extracted from the inter-vehicular messages transmitted by the second motor vehicle.
The electronic automotive system therefore allows any two motor vehicles communicating with each other via inter-vehicular messages to map-free lane-level localize each other relatively and bidirectionally.
G08G 1/0967 - Systems involving transmission of highway information, e.g. weather, speed limits
H04W 4/46 - Services specially adapted for particular environments, situations or purposes for vehicles, e.g. vehicle-to-pedestrians [V2P] for vehicle-to-vehicle communication [V2V]
24.
MOTOR VEHICLE WITH AN AUTOMATICALLY ACTIVABLE, ENHANCED DRIVING ASSISTANCE SYSTEM, AND METHOD FOR ASSISTING DRIVING
A motor vehicle driving assistance system comprising a device (5, 6) for detecting the driver's age is provided and an enhanced driving assistance operating mode is automatically activated when a driver's age above a predetermined threshold value is detected. The enhanced driving assistance operating mode includes a series of interventions, and in particular includes: increasing the threshold value of the distance from a vehicle in front at which the electronic controller of the system activates the vehicle brakes, decreasing the value of a predetermined threshold time after which the controller activates a corrective steering of the motor vehicle following a tendency of the motor vehicle to deviate from a correct trajectory along a lane, preventing an increase in the speed of the motor vehicle above a value corresponding to the maximum speed limit in the stretch of road traveled by the motor vehicle, decreased by a predetermined safety margin, which is a function of a speed range of the motor vehicle, switching the display (4) of the human-machine interface (D) of the motor vehicle to a mode with writings, symbols and virtual keys larger than in a normal operating mode, and in particular with an indication in larger characters of the maximum speed limit detected for the stretch of road traveled by the motor vehicle, and turning up the volume of the loudspeaker.
B60W 30/16 - Control of distance between vehicles, e.g. keeping a distance to preceding vehicle
B60W 40/08 - Estimation or calculation of driving parameters for road vehicle drive control systems not related to the control of a particular sub-unit related to drivers or passengers
B60W 50/14 - Means for informing the driver, warning the driver or prompting a driver intervention
B60W 50/00 - Details of control systems for road vehicle drive control not related to the control of a particular sub-unit
25.
A MOTOR-VEHICLE SEAT ROTATABLY MOUNTED AROUND A VERTICAL AXIS
A motor-vehicle seat (1) comprises a seat frame (2) rotatably mounted about a vertical axis (Z) on a motor-vehicle floor (F). The frame (2) is connected to a support structure (5) comprising a base portion (6) which can be fixed to the floor (F), and a rotating platform (7) carrying the seat frame (2) and rotatably mounted on the base portion. The support structure (5) comprises mutually engaging locking means (8) configured for locking the rotating platform (7) in a rotated position with respect to a normal use position of the seat (1). The support structure (5) is configured to enable a vertical translation of the rotating platform (7) with respect to the base portion (6), to be carried out preliminarily and subsequently to the rotation of the seat (1), respectively moving away and approaching the floor (F). The seat frame (2) is connected at its lower part to the rotating platform (7) at guide means (10) for adjusting the position of the seat (1) with respect to the floor (F) in the longitudinal direction of the motor-vehicle (V).
B60N 2/06 - Seats specially adapted for vehiclesArrangement or mounting of seats in vehicles the seat or part thereof being movable, e.g. adjustable the whole seat being movable slidable
B60N 2/14 - Seats specially adapted for vehiclesArrangement or mounting of seats in vehicles the seat or part thereof being movable, e.g. adjustable the whole seat being movable rotatable, e.g. to permit easy access
26.
METHOD AND SYSTEM FOR RECORDING DATA RELATING TO A TANGIBLE ASSET IN ASSOCIATION WITH A SUBJECT THROUGH THE CREATION OF A NON-COUNTERFEITABLE DIGITAL CERTIFICATE ADAPTED TO CERTIFY OWNERSHIP OR POSSESSION, USAGE AND MAINTENANCE OF THE ASSET
Method and system for recording data relating to a tangible asset in association with a subject through the creation of a non-counterfeitable digital certificate adapted to certify ownership or possession, usage and maintenance of the asset A computer-implemented method and a system for recording data relating to a tangible asset (V) in association with a subject (U) are described, which are based on acquiring (120) data related to the asset (V) from a central asset management entity (S) adapted to store asset-related data comprising at least one unique asset identifier data and at least one among asset ownership or possession data, asset usage data, asset maintenance data, asset biographical data; on generating (140) a digital certificate associated with the asset; on storing (160) the digital certificate in a non-indexed way in at least one storage resource accessible in a public access communication network (W) via a respective unique identifier associated with the digital certificate; and on creating (220), in the digital register, a non-fungible token, NFT, including the unique identifier associated with the digital certificate, by means of the private key of a pair of cryptographic keys adapted to define the identity of the subject (U) in a blockchain digital register (B) replicated in a plurality of nodes of a computer network.
An adaptive cruise control system for a motor vehicle uses an electronic horizon system, including a position sensor (2) for determining the current position of the motor vehicle, a memory (M) containing map-like data on a network road, and an electronic processing unit (E), configured to generate predictive information on the characteristics of the road that the motor vehicle must travel. The electronic processing unit (E) is configured to identify a plurality of critical points (5-11 ), such as for example road stops, curves marked as dangerous, roundabouts, climbs or descents with an inclination greater than a predetermined threshold, traffic lights, points marked as dangerous, stretches with speed limits, road works, lane restrictions, road accidents. Each critical point is associated with a speed reference value (Vref) of the motor vehicle and an order of importance, based on a predetermined criterion that primarily takes into account safety requirements. Each critical point (5-11 ) is therefore associated with a weight, according to the order of importance assigned thereto, as well as according to the speed reference value (Vref) associated therewith, and according to the distance (d) that separates the motor vehicle from the critical point. The electronic processing unit selects the critical point of the highest weight and processes a speed profile with which the motor vehicle is controlled in order to meet the critical point at the required speed, keeping energy consumption to a minimum.
A spark-ignition internal combustion engine includes, for each cylinder, two intake valves (VA, VB), at least one fuel injector and a spark plug. The two inlet valves (VA, VB) are actuated by an electronically controlled hydraulic actuation device (8) or by a device with electromagnetic or electropneumatic actuators. The actuation device is configured to carry out, in each operating cycle of the cylinder, at least under certain operating conditions of the engine, a first opening period, in which both the intake valves (VA, VB) open when the piston of the respective cylinder is in proximity of the TDC and close when the piston is at an intermediate point in the descent from TDC to BDC, and a second opening period, in which only one intake valve (VA) opens when the piston of the respective cylinder is in proximity of the BDC and closes when the piston is ascending from BDC to TDC. In the second opening period, the second intake valve (VB) remains closed. The fuel supply system is configured to perform at least one fuel injection, in each operating cycle of each cylinder, through an injector arranged in the center of the combustion chamber and having an injector needle (109) with a cone-shaped terminal head (109A) cooperating with an outlet (108) of the injector nozzle (103) and movable outwardly, away from the outlet (108) to allow fuel injection into the cylinder.
F02M 61/08 - Fuel injectors not provided for in groups or having valves the valves opening in direction of fuel flow
F02D 13/02 - Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
F02B 17/00 - Engines characterised by means for effecting stratification of charge in cylinders
F01L 13/00 - Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations
F02D 41/00 - Electrical control of supply of combustible mixture or its constituents
F02M 61/18 - Injection nozzles, e.g. having valve-seats
F02D 19/08 - Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed simultaneously using pluralities of fuels
F02B 31/00 - Modifying induction systems for imparting a rotation to the charge in the cylinder
29.
DILUTED-CHARGE, SPARK-IGNITION INTERNAL COMBUSTION ENGINE, AND METHOD FOR CONTROLLING THE SAME
A spark-ignition internal combustion engine comprises, for each cylinder, two intake valves (VA, VB), at least one fuel injector and a spark plug. The two inlet valves (VA, VB) are operated by an electronically controlled hydraulic drive device (8) or by a device with electromagnetic or electropneumatic actuators. The actuating device is configured to carry out, in each operating cycle of the cylinder, at least under certain engine operating conditions, a first opening period, in which both the intake valves (VA, VB) open when the piston of the respective cylinder is in proximity of TDC and close when the piston is at an intermediate point in the descent from TDC to BDC, and a second opening period, in which only one intake valve (VA) opens when the piston of the respective cylinder is in proximity of the BDC and closes when the piston is ascending from BDC to TDC. In the second opening period the second intake valve (VB) remains closed. The fuel supply system is configured to perform at least one fuel injection, in each operating cycle of each cylinder, after said second opening period, when the piston of the respective cylinder is ascending from BDC to TDC.
A spark-ignition internal combustion engine includes, for each cylinder, two intake valves (VA, VB), at least one fuel injector and a spark plug. The two inlet valves (VA, VB) are actuated by an electronically controlled hydraulic actuation device (8) or by a device with electromagnetic or electropneumatic actuators. The actuation device is configured to carry out, in each operating cycle of the cylinder, at least under certain operating conditions of the engine, a first opening period, in which both the intake valves (VA, VB) open when the piston of the respective cylinder is in proximity of the TDC and close when the piston is at an intermediate point in the descent from TDC to BDC, and a second opening period, in which only one intake valve (VA) opens when the piston of the respective cylinder is in proximity of the BDC and closes when the piston is ascending from BDC to TDC. In the second opening period, the second intake valve (VB) remains closed. The fuel supply system is configured to perform at least one fuel injection, in each operating cycle of each cylinder, during the first opening period, when both intake valves are open.
F01L 13/00 - Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations
F02D 13/00 - Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
F02D 41/00 - Electrical control of supply of combustible mixture or its constituents
F02D 13/02 - Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
F01L 9/14 - Valve-gear or valve arrangements actuated non-mechanically by fluid means, e.g. hydraulic in which the action of a cam is being transmitted to a valve by a liquid column with a liquid chamber between a piston actuated by a cam and a piston acting on a valve stem the volume of the chamber being variable, e.g. for varying the lift or the timing of a valve
F02D 41/40 - Controlling fuel injection of the high pressure type with means for controlling injection timing or duration
F02B 31/00 - Modifying induction systems for imparting a rotation to the charge in the cylinder
31.
MOTOR-VEHICLE EQUIPPED WITH A CONTROL SYSTEM FOR THE NOISE GENERATED BY THE BRAKES, AND RELATED CONTROL METHOD
The electronic controller (E) of a motor-vehicle braking system (1) is configured to receive the output signals from sensors (S1, S2, S3) associated with the brakes and suitable for detecting a noise generated by the brakes. The electronic controller (E) is configured to process the sensor signals in such a way as to distinguish between a noise indicative of an oxidized brake disc, a noise indicative of a whistle generated by an incorrect interaction between a brake pad and the respective brake disc and a periodic noise having a period which is variable as a function of the speed of the vehicle, this noise being indicative of a deformed brake disc. In the event of noise due to oxidized brake disc or whistle, the electronic controller (E) controls the braking system (1) in such a way as to superimpose a pressure modulation on the braking pressure, such as to partially or totally remove a layer of oxide from the brake disc or such as to modify the interaction between the brake disc and the brake pads, while simultaneously operating the other brakes of the vehicle in order not to alter their braking performance. If a periodic noise indicative of a deformed brake disc is detected, the electronic controller (E) modulates the braking pressure so as to reduce the occurrence of vibrations that may affect the motor-vehicle, while simultaneously operating the other brakes of the vehicle in order not to alter their braking performance.
B60T 17/22 - Devices for monitoring or checking brake systemsSignal devices
B60T 8/32 - Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
MOTOR VEHICLE COMPRISING A DRIVER-ASSISTANCE SYSTEM CONFIGURABLE IN A VIRTUAL ENVIRONMENT, AND CORRESPONDING DRIVER-ASSISTANCE METHOD FOR A MOTOR VEHICLE
A motor vehicle (2) comprises a driver-assistance system (1). The driver-assistance system (1) comprises an electronic control unit (5) and a communication module (7), operatively connected to the electronic control 5 unit (5) and configured to communicate with a remote computer system (8). The remote computer system (8) is configured to build a virtual reproduction (R') of a region of the real world (R) and a virtual reproduction (2') of the motor vehicle (2) to which the driver-assistance system (1) is associated. 10 The electronic control unit (5) is further configured to: - collect data on the environment surrounding the motor vehicle (2) via an analysis of the virtual reproduction (R') of the region of the real world (R); - enable a function of training of the motor vehicle (2), where, 15 during a training phase, the user of the motor vehicle imparts driving commands to the virtual reproduction (2') of the motor vehicle (2) for execution of a maneuver in the virtual reproduction (R') of a region of the real world (R); - store the driving commands for execution of a maneuver, after 20 prior confirmation by the user at the end of the training phase; and - enable a subsequent execution of the maneuver by imparting the stored driving commands to a driving system (3) of the motor vehicle (2) for executing the maneuver in the real world (R).
G01B 11/26 - Measuring arrangements characterised by the use of optical techniques for measuring angles or tapersMeasuring arrangements characterised by the use of optical techniques for testing the alignment of axes
G06F 3/01 - Input arrangements or combined input and output arrangements for interaction between user and computer
A MOTOR-VEHICLE AND METHOD FOR CONTROLLING A MOTOR-VEHICLE, BASED ON MONITORING THE TEMPERATURE AND WEAR OF THE BRAKE PADS OF THE MOTOR-VEHICLE'S DISC BRAKES
In one aspect the invention relates to a motor-vehicle, which comprises a plurality of disc brakes (F1-F4) associated with the wheels (R1, R2). Each disc brake includes a disc (D) connected in rotation with the respective wheel, and a brake caliper (C) provided with brake pads (BP1, BP2) cooperating with the disc (D). An electronic controller (E) controls a braking system (3) for the operation of the aforesaid disc brakes (F1-F4) following the intervention of the driver on a brake pedal (2) or following the intervention of an automatic braking system with which the vehicle is provided. At least one brake pad (BP1, BP2) of at least some of the disc brakes (F1-F4) is provided with a sensor (S1, S2) configured to send, to the electronic controller (E), a signal indicating the temperature (T) of the brake pad and a signal indicative of the wear (W), in terms of decrease in thickness, of the brake pad. The electronic controller (E) is configured to implement different operating modes according to the signals supplied by the sensors (S1, S2) in order to maintain a high degree of safety of the motor-vehicle in any operating condition. In a further aspect the invention relates to a method for controlling a motor-vehicle.
An internal-combustion engine supplied with gaseous fuel, in particular hydrogen, comprises, for each cylinder (1), a first intake duct (3A) and a second intake duct (3B), controlled, respectively, by a first intake valve (VA) and a second intake valve (VB). In each operating cycle of the cylinder, a movement of opening and closing only of the first intake valve (VA) is firstly activated, while the second intake valve (VB) remains closed, and a movement of opening and closing only of said second intake valve (VB) is subsequently activated, while the first intake valve (VA) remains closed. The gaseous fuel is supplied directly into the cylinder only starting from an instant subsequent to closing of the first intake valve (VA) and prior to opening of the second intake valve (VB) in such a way as to be able to obtain a regular combustion, without pre-ignition phenomena or backfiring phenomena, thanks to the cooling obtained during opening of the first intake valve.
F02D 13/02 - Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
F02B 31/08 - Modifying induction systems for imparting a rotation to the charge in the cylinder having multiple air inlets
F02D 19/02 - Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with gaseous fuels
F02D 41/00 - Electrical control of supply of combustible mixture or its constituents
F02M 21/02 - Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form for gaseous fuels
F01L 1/26 - Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of two or more valves operated simultaneously by same transmitting-gearValve-gear or valve arrangements, e.g. lift-valve gear peculiar to machines or engines with more than two lift valves per cylinder
An internal combustion supplied with gaseous fuel, in particular supplied with hydrogen, comprises, for each cylinder (1), a first intake duct (3A) and a second intake duct (3B) respectively controlled by a first intake 5 valve (VA) and a second intake valve (VB). In each operating cycle of the cylinder, firstly an opening and closing movement of only the first intake valve (VA) is activated, while the second intake valve (VB) remains closed, and then an opening and closing movement of only said second intake valve (VB) is activated, while the first intake valve (VA) remains closed. The 10 gaseous fuel is supplied, directly into the cylinder or into the second intake duct, only when the second intake valve is open, so as to obtain a regular combustion, without preignition phenomena or backfiring phenomena, thanks to the cooling obtained in the opening stage of the first intake valve.
F02M 21/02 - Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form for gaseous fuels
F02B 43/10 - Engines or plants characterised by use of other specific gases, e.g. acetylene, oxyhydrogen
F02D 13/02 - Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
36.
VEHICLE EQUIPPED WITH A SYSTEM FOR DETECTING THE DISTANCE OF AN OBJECT IN FRONT OF THE VEHICLE ON THE BASIS OF A COMMUNICATION OF A V2X TYPE WITH OTHER VEHICLES AND ON THE BASIS OF A DETECTION OF POSITION
A vehicle (1) comprises a video camera (2) for forming an image of the scene in front of the vehicle (1), an electronic control unit (E) configured for receiving a signal from the video camera (2) and processing first image data on the basis of said signal, a location module (L) configured for sending to said electronic control unit (E) first position data of the vehicle, and a communication module (M) configured for receiving, from a communication module (M) of another adjacent vehicle, second image data obtained on the basis of the signal of a video camera (20) provided on the adjacent vehicle (10) for forming an image of the scene in front of the adjacent vehicle (10), and second position data of the adjacent vehicle (10). The electronic control unit (E) of the vehicle (1) is moreover configured for determining the distance between the vehicle (1) and the adjacent vehicle (10) on the basis of the first position data and of the second position data, and for processing stereoscopic-image data on the basis of the first image data, of the second image data, and of the distance (b) determined between the vehicle (1) and the adjacent vehicle (10), and for calculating, as a function of the stereoscopic-image data, the distance of the vehicle from an object (X) in front of the vehicle.
G06T 7/593 - Depth or shape recovery from multiple images from stereo images
G06V 20/58 - Recognition of moving objects or obstacles, e.g. vehicles or pedestriansRecognition of traffic objects, e.g. traffic signs, traffic lights or roads
G06V 20/56 - Context or environment of the image exterior to a vehicle by using sensors mounted on the vehicle
H04W 4/46 - Services specially adapted for particular environments, situations or purposes for vehicles, e.g. vehicle-to-pedestrians [V2P] for vehicle-to-vehicle communication [V2V]
37.
METHOD FOR ASSISTANCE IN DRIVING A VEHICLE, CORRESPONDING ELECTRONIC CONTROL UNIT, VEHICLE, AND COMPUTER PROGRAM PRODUCT
A method for assistance in driving a vehicle comprises: i) receiving, from one or more sensors of the vehicle that are configured to detect the environment surrounding the vehicle, a signal representing the environment surrounding the vehicle; ii) applying object-detection processing to detect objects forming part of the environment surrounding the vehicle as a function of the signal received; iii) in response to detection of an object (7, 8, 9) in the environment surrounding the vehicle, imparting instructions to a user interface device of the vehicle to display on a display screen an image (F) of the environment surrounding the vehicle, highlighting the object detected in the image (7, 8, 9); iv) imparting instructions to the user interface device to ask an occupant of the vehicle to associate to the object (7, 8, 9) highlighted in the displayed image (F), via data-input means of the user interface device of the vehicle, data indicative of one or more features of the highlighted object (7, 8, 9); and v) storing the data indicative of one or more features of the detected object (7, 8, 9) for a subsequent identification of the detected object.
Described herein is a method for monitoring road traffic and supplying corresponding information to a fleet of motor vehicles (V); the method comprises: - providing on board each vehicle (V) an opto-electronic vision device (2) configured to acquire events that occur outside the motor vehicle (V) so as to make available a plurality of input data; - providing on board each vehicle (V) a data-transmission and data- reception unit (3) connected to an external network infrastructure (4); and - providing an electronic processing unit (5) external to the motor vehicles (V), which is associated to said network infrastructure (4) and is configured and programmed to process the input data, wherein communication sessions with sending of data between the electronic processing unit (5) and the motor vehicles (V) are associated to blockchains that define a distributed database comprising blocks of exchanged data.
In a motor-vehicle, the emission direction of a headlight unit (2) is controlled on the basis of a calculation of the variation of the pitch angle of the motor-vehicle with respect to the road. The calculation is performed only in stationary or nearly stationary conditions, when the vehicle speed drops below a threshold value not exceeding 0.1 km/h, and solely on the basis of the value of the longitudinal acceleration (Long) of the motor- vehicle. The information on the value of the longitudinal acceleration (Long) of the motor-vehicle is supplied by the airbag control unit (E1).
B60Q 1/115 - Arrangement of optical signalling or lighting devices, the mounting or supporting thereof or circuits therefor the devices being primarily intended to illuminate the way ahead or to illuminate other areas of way or environments the devices being headlights adjustable, e.g. remotely-controlled from inside vehicle automatically due to vehicle inclination, e.g. due to load distribution by electric means
40.
GRIPPING DEVICE FOR HANDLING PIECES OR COMPONENTS HAVING VARIABLE SHAPES AND SIZES
A gripping device (1), which can be used, for example, on a robot for handling pieces or components (P) that have variable shapes and sizes, comprises a main supporting structure (2), defining a main axis (3) of the device, and a plurality of gripping arms (4), each of which includes a first, proximal, arm portion (6) and a second, distal, arm portion (7). Each gripping arm (4) constitutes a modular unit, which can be assembled as a whole on the main supporting structure (2). The proximal arm portion (6) is a pantograph linkage configured in such a way that, during a movement of articulation of the proximal arm portion (6), the distal arm portion (7) remains parallel to itself. The electric motor (M) associated to each gripping arm (4) is arranged with its axis parallel to the main axis (3). The pantograph linkage (6) is controlled by the respective electric driving motor (M) by means of a screw/nut-screw system. The distal portion (7) of each gripping arm (4) comprises a body made of a single piece of elastomeric material, in the form of a gripping finger.
Described herein is a passenger-monitoring system (1) for a motor vehicle (V), comprising: - at least one opto-electronic vision device (2) provided for recording events that occur inside the motor vehicle (V), making available a plurality of first-level acquired data on the motor vehicle (V) and on the passengers; - an electronic processing and control unit (3) configured and programmed for processing the first-level acquired data on the basis of automatic-learning algorithms in order to supply a plurality of second-level acquired data; and - a data-transmission and reception unit (4) connectable to an external network infrastructure (5), configured to transmit and receive data to/from a central server (6) and/or other vehicles, - wherein the data-transmission and reception unit (4) is programmed for transmitting the second-level data so as to let an emergency vehicle know various information on the passengers following upon an accident, prior to arrival of the emergency vehicle at the rescue site.
G08G 1/00 - Traffic control systems for road vehicles
G08B 25/01 - Alarm systems in which the location of the alarm condition is signalled to a central station, e.g. fire or police telegraphic systems characterised by the transmission medium
42.
BATTERY PACK, AND ASSEMBLING PROCESS FOR MANUFACTURING A BATTERY PACK
AGENZIA NAZIONALE PER LE NUOVE TECNOLOGIE, L'ENERGIA E LO SVILUPPO ECONOMICO SOSTENIBILE (ENEA) (Italy)
Inventor
Mingazzini, Claudio
Pullini, Daniele
Basso, Matteo
Abstract
A battery pack (4), in particular for vehicles (1), has a plurality of storage modules (10a, 10b), which are arranged along at least one row (11a) inside an external housing structure (13) and are separated from one another by an internal structure provided with at least one corrugated wall (16a).
H01M 50/231 - MountingsSecondary casings or framesRacks, modules or packsSuspension devicesShock absorbersTransport or carrying devicesHolders characterised by the material of the casings or racks having a layered structure
43.
MOTOR-VEHICLE DRIVING ASSISTANCE IN LOW METEOROLOGICAL VISIBILITY CONDITIONS, IN PARTICULAR WITH FOG
ADAS designed to assist a driver of a motor-vehicle in low meteorological visibility conditions, in particular with fog, comprising a sensory system comprising a front vision system arranged on the motor-vehicle to monitor an environment in front of the motor-vehicle and comprising one or different first front cameras designed to operate in the electromagnetic spectrum visible to the human eye, and one or different second front cameras designed to operate in the electromagnetic spectrum invisible to the human eye; and electronic processing resources communicatively coupled to the sensory system to receive and process outputs of one or more of the automotive front cameras to determine a meteorological visibility in front of the motor-vehicle and assist the driver of the motor-vehicle based on the meteorological visibility in front of the motor-vehicle. Assisting the driver of the motor-vehicle comprises differentially controlling operation(s) of one or different automotive systems comprising an external lighting system, a user interface, and a cruise control system based on the meteorological visibility in front of the motor-vehicle. Assisting the driver of the motor-vehicle further comprises visually assisting the driver of the motor-vehicle via the user interface by displaying on at least one automotive display thereof either a video streaming of an automotive front camera or a virtual depiction of an environment in front of or surrounding the motor-vehicle computed based on information from the sensory system.
B60Q 1/14 - Arrangement of optical signalling or lighting devices, the mounting or supporting thereof or circuits therefor the devices being primarily intended to illuminate the way ahead or to illuminate other areas of way or environments the devices being headlights having dimming means
H04N 7/18 - Closed-circuit television [CCTV] systems, i.e. systems in which the video signal is not broadcast
G06V 20/56 - Context or environment of the image exterior to a vehicle by using sensors mounted on the vehicle
In a motor vehicle comprising a main electronic control unit (E), an airbag electronic control unit (E1 ), and a braking-system electronic control unit (E2), the direction of emission of a headlight unit is controlled by said main control unit (E) on the basis of a calculation of the value of the pitch angle (PitchAngle) of the motor vehicle, defined as inclination of the longitudinal axis (X) of the motor vehicle with respect to the road (6). This calculation is made exclusively on the basis of the values of the longitudinal acceleration (Long) of the motor vehicle, of the speed (V) of the motor vehicle, and of the angle of slope (Slope) of the road. The information on the value of the longitudinal acceleration (Long) of the motor vehicle is supplied by the airbag control unit (E1 ), whereas the information on the values of the speed of the motor vehicle (V) and of the angle of slope (Slope) of the road is supplied by the control unit of the motor-vehicle braking system (E2).
B60Q 1/10 - Arrangement of optical signalling or lighting devices, the mounting or supporting thereof or circuits therefor the devices being primarily intended to illuminate the way ahead or to illuminate other areas of way or environments the devices being headlights adjustable, e.g. remotely-controlled from inside vehicle automatically due to vehicle inclination, e.g. due to load distribution
B60R 21/00 - Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks
Informational system for a mobility vehicle, comprising an automotive user interface configured to allow a driver and other occupants of the mobility vehicle to interact with the informational system; and automotive storage and processing resources designed to cooperate with the automotive user interface to implement an informational functionality designed to provide the driver of the mobility vehicle with notifications aimed at promoting learning of features of the mobility vehicle. The automotive storage and processing resources are further designed to monitor exploitation of features of the mobility vehicle, and to suggest to the driver exploitation of those features of the mobility vehicle that are seldom exploited or completely unexploited by the driver.
G06F 9/451 - Execution arrangements for user interfaces
B60K 37/06 - Arrangement of fittings on dashboard of controls, e.g. control knobs
46.
MULTI-CYLINDER INTERNAL COMBUSTION ENGINE, WITH CYLINDERS EQUIPPED WITH INTAKE VALVE VARIABLE ACTUATION SYSTEMS HAVING HYDRAULIC CIRCUITS WHICH CROSS EACH OTHER
An internal-combustion engine has a plurality of cylinders each provided with two intake valves (V1, V2) that are driven by respective pumping pistons (16) operatively associated to the cams (CAM 1, CAM 2, CAM 3, CAM 4) of a camshaft (11), by means of respective hydraulic circuits. The hydraulic circuit associated to each pumping piston (16) and to the respective cam (CAM 1, CAM 2, CAM 3, CAM 4) has its pressure chamber (C) communicating with hydraulic actuators (21) of two intake valves (V1, V2) associated to two different cylinders (CYL1, CYL 2, CYL 3, CYL 4) of the engine, so that the two intake valves (V1, V2) of each cylinder (CYL1, CYL 2, CYL 3, CYL 4) are controlled, via two different hydraulic circuits, by cams associated to two different cylinders. Each cam (CAM1, CAM 2, CAM 3, CAM 4) is configured in such a way as to give rise to a cycle of opening and closing of each of the intake valves of the engine in an angular range of rotation of the crankshaft considerably less than 180° in such a way that, in each operating cycle of a cylinder, only one first intake valve (V1) initially opens and closes while the second intake valve (V2) remains closed, and then the second intake valve (V2) opens and closes while the first intake valve (V1) remains closed.
F01L 1/26 - Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of two or more valves operated simultaneously by same transmitting-gearValve-gear or valve arrangements, e.g. lift-valve gear peculiar to machines or engines with more than two lift valves per cylinder
F01L 9/14 - Valve-gear or valve arrangements actuated non-mechanically by fluid means, e.g. hydraulic in which the action of a cam is being transmitted to a valve by a liquid column with a liquid chamber between a piston actuated by a cam and a piston acting on a valve stem the volume of the chamber being variable, e.g. for varying the lift or the timing of a valve
F01L 13/00 - Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations
F01L 1/344 - Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear
47.
DOWN-SHIFT ACCELERATION OVERSHOOT COMPENSATION IN AUTOMOTIVE ELECTRONIC LONGITUDINAL DYNAMICS CONTROL OF AUTONOMOUS MOTOR VEHICLES
B60W 10/06 - Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
An automatic electronic control system (1) to closed-loop control a dynamic system (2). The automatic electronic control system (1) is designed to receive a control quantity representative of a reference (r(t)) to be followed by the dynamic system (2) and a controlled quantity representative of an output (y(t)) of the dynamic system (2) and to output an output (v(t)) to be supplied to the dynamic system (2) to cause the output (y(t)) thereof to follow the reference (r(t)). The automatic electronic control system (1) comprises an actuator (3) to control the dynamic system (2) and a controller (4) to control the actuator (4) based on a control law (f(e(t)). The controller (4) is configured to receive an error (e( t)) indicative of a deviation of the output (y(t)) of the dynamic system (2) from the reference (r(t)) and to output, based on the error (e(t)) and on the control law (f(e(t)) implemented by the controller (4), an output (u(t)) to be supplied to the actuator (3) to cause it to control the dynamic system (2) so that its output follows the reference (r(t)). The actuator (3) is configured to receive the output (u(t)) of the controller (4) and to output an output to be supplied to the dynamic system (2) to cause the output (y(t)) hereof to follow the reference (r(t)). The automatic electronic control system (1) is further designed to implement an anti-wind-up system (5) designed to cause the output (u(t)) of the controller (4) to be such as to cause the actuator (3) to operate in a linearity range of its input/output characteristic. The anti-wind-up system (5) is further designed to cause the excursion of the reference (r(t)) to be limited within an excursion range to cause the actuator (3) to operate in the linearity range of its input/output characteristic.
G05B 13/04 - Adaptive control systems, i.e. systems automatically adjusting themselves to have a performance which is optimum according to some preassigned criterion electric involving the use of models or simulators
G05B 11/36 - Automatic controllers electric with provision for obtaining particular characteristics, e.g. proportional, integral, differential
G05B 6/02 - Internal feedback arrangements for obtaining particular characteristics, e.g. proportional, integral or differential electric
49.
INTAKE-MANIFOLD SYSTEM FOR AN INTERNAL-COMBUSTION ENGINE
An intake-manifold system (1 ) for an internal-combustion engine includes a heat exchanger (2) for cooling the air at inlet to the engine with a coolant. The heat exchanger is set between an intake manifold (3) and an outlet manifold (4) and has a body made of a single piece, obtained with additive-manufacturing technology, including a complex of labyrinths of passages (20, 21 ) for the air and the coolant. The body of the heat exchanger (2) is made of a single piece also with the body of the intake manifold (3). The labyrinths of passages (20, 21 ) for the air and the coolant have a portion (22) that extends into a part of the intake manifold (3). The same configuration may be used in any heat exchanger used in a motor vehicle, both in the case of a motor vehicle with thermal engine and in the case of a hybrid vehicle or an electric vehicle.
AUTOMATIC RECOGNITION OF ANOMALOUS SITUATIONS ALONG ROADS TRAVELLED BY MOTOR-VEHICLES FOR INTELLIGENT MOTOR-VEHICLE DRIVING SPEED CONTROL ALONG THE ROADS
System for automatically recognising anomalous situations along roads travelled by motor-vehicles for intelligent motor-vehicle driving speed control along roads.
System for automatically recognising anomalous situations along roads travelled by motor-vehicles for intelligent motor-vehicle driving speed control along roads.
The motor-vehicles are configured to transmit data allowing anomalous situations to be recognised along roads travelled by the motor-vehicles.
System for automatically recognising anomalous situations along roads travelled by motor-vehicles for intelligent motor-vehicle driving speed control along roads.
The motor-vehicles are configured to transmit data allowing anomalous situations to be recognised along roads travelled by the motor-vehicles.
The system comprises data processing resources configured to:
System for automatically recognising anomalous situations along roads travelled by motor-vehicles for intelligent motor-vehicle driving speed control along roads.
The motor-vehicles are configured to transmit data allowing anomalous situations to be recognised along roads travelled by the motor-vehicles.
The system comprises data processing resources configured to:
receive and process data transmitted by the motor-vehicles to recognise anomalous situations along the roads travelled by the motor-vehicles based on a recognition algorithm,
System for automatically recognising anomalous situations along roads travelled by motor-vehicles for intelligent motor-vehicle driving speed control along roads.
The motor-vehicles are configured to transmit data allowing anomalous situations to be recognised along roads travelled by the motor-vehicles.
The system comprises data processing resources configured to:
receive and process data transmitted by the motor-vehicles to recognise anomalous situations along the roads travelled by the motor-vehicles based on a recognition algorithm,
when anomalous situations are recognised along roads travelled by the motor-vehicles, generate associated alert events and compute reference driving speeds along the roads recognised to be affected by anomalous situations, and
System for automatically recognising anomalous situations along roads travelled by motor-vehicles for intelligent motor-vehicle driving speed control along roads.
The motor-vehicles are configured to transmit data allowing anomalous situations to be recognised along roads travelled by the motor-vehicles.
The system comprises data processing resources configured to:
receive and process data transmitted by the motor-vehicles to recognise anomalous situations along the roads travelled by the motor-vehicles based on a recognition algorithm,
when anomalous situations are recognised along roads travelled by the motor-vehicles, generate associated alert events and compute reference driving speeds along the roads recognised to be affected by anomalous situations, and
transmit data representative of the alert events and of the reference driving speeds along the roads recognised to be affected by anomalous situations.
System for automatically recognising anomalous situations along roads travelled by motor-vehicles for intelligent motor-vehicle driving speed control along roads.
The motor-vehicles are configured to transmit data allowing anomalous situations to be recognised along roads travelled by the motor-vehicles.
The system comprises data processing resources configured to:
receive and process data transmitted by the motor-vehicles to recognise anomalous situations along the roads travelled by the motor-vehicles based on a recognition algorithm,
when anomalous situations are recognised along roads travelled by the motor-vehicles, generate associated alert events and compute reference driving speeds along the roads recognised to be affected by anomalous situations, and
transmit data representative of the alert events and of the reference driving speeds along the roads recognised to be affected by anomalous situations.
The motor-vehicles are further configured to:
System for automatically recognising anomalous situations along roads travelled by motor-vehicles for intelligent motor-vehicle driving speed control along roads.
The motor-vehicles are configured to transmit data allowing anomalous situations to be recognised along roads travelled by the motor-vehicles.
The system comprises data processing resources configured to:
receive and process data transmitted by the motor-vehicles to recognise anomalous situations along the roads travelled by the motor-vehicles based on a recognition algorithm,
when anomalous situations are recognised along roads travelled by the motor-vehicles, generate associated alert events and compute reference driving speeds along the roads recognised to be affected by anomalous situations, and
transmit data representative of the alert events and of the reference driving speeds along the roads recognised to be affected by anomalous situations.
The motor-vehicles are further configured to:
receive data representative of alert events and reference driving speeds, and
System for automatically recognising anomalous situations along roads travelled by motor-vehicles for intelligent motor-vehicle driving speed control along roads.
The motor-vehicles are configured to transmit data allowing anomalous situations to be recognised along roads travelled by the motor-vehicles.
The system comprises data processing resources configured to:
receive and process data transmitted by the motor-vehicles to recognise anomalous situations along the roads travelled by the motor-vehicles based on a recognition algorithm,
when anomalous situations are recognised along roads travelled by the motor-vehicles, generate associated alert events and compute reference driving speeds along the roads recognised to be affected by anomalous situations, and
transmit data representative of the alert events and of the reference driving speeds along the roads recognised to be affected by anomalous situations.
The motor-vehicles are further configured to:
receive data representative of alert events and reference driving speeds, and
use the received data to implement one or both of the following actions:
inform the drivers of motor-vehicles, through automotive user interfaces of motor-vehicles of the anomalous situations recognised along roads travelled by motor-vehicles, and
cause current driving speeds of the motor-vehicles to be adjusted to the reference driving speeds along roads recognised to be affected by anomalous situations.
In a system and method for managing a battery pack (1), wherein the battery pack comprises a plurality of battery modules (2), each module including a plurality of battery cells (3), a plurality of module controllers (5') are provided which are associated, respectively, with the battery modules (2). Each module controller (5') is configured to receive information on voltage and temperature of the battery cells (3) forming the respective battery module (2), and to process this information in such a way as to perform a series of operations, including determining, at each module controller (5'), a state of charge and a state of health of the respective battery module (2), and checking a balance between the battery cells (3) of the respective battery module (2). Each module controller (5') is provided with a respective wireless communication unit (12). In one example, the module controllers (5') are programmed so that only one of the module controllers performs, in turn, the function of a main controller, including the function of controlling the operation of the battery disconnecting unit, which in this case is equipped with a microprocessor with an associated wireless communication unit (15).
G01R 31/396 - Acquisition or processing of data for testing or for monitoring individual cells or groups of cells within a battery
G01R 31/371 - Arrangements for testing, measuring or monitoring the electrical condition of accumulators or electric batteries, e.g. capacity or state of charge [SoC] with remote indication, e.g. on external chargers
H01M 10/48 - Accumulators combined with arrangements for measuring, testing or indicating the condition of cells, e.g. the level or density of the electrolyte
A vehicle braking system includes a master cylinder. In a delivery line of the master cylinder there is a pressure transfer device, which generates a pressure in a hydraulic actuating line of a respective brake device following a fluid pressure communicated to a first inlet of the pressure transfer device from the delivery line and/or following a fluid pressure supplied to a second inlet of the pressure transfer device from an electrically-operated fluid pressure source. An electronic controller controls an enabling/disabling solenoid valve, and the electrically-operated fluid pressure source to create different operating modes of the system. The system does not include any vacuum-operated servo-assisting devices. The master cylinder is associated with a hydraulic device for adjusting the feeling on the brake pedal, in which a fluid pressure is generated that opposes the brake pedal actuation. The electronic controller controls the pressure in the device for adjustment of the feeling on the pedal.
B60T 8/44 - Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition co-operating with a power-assist booster means associated with a master cylinder for controlling the release and reapplication of brake pressure through an interaction with the power assist device
B60T 8/40 - Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition comprising an additional fluid circuit including fluid pressurising means for modifying the pressure of the braking fluid, e.g. including wheel driven pumps for detecting a speed condition, or pumps which are controlled by means independent of the braking system
B60T 8/48 - Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition connecting the brake actuator to an alternative or additional source of fluid pressure
B60T 13/68 - Electrical control in fluid-pressure brake systems by electrically-controlled valves
53.
MODEL-BASED DESIGN OF TRAJECTORY PLANNING AND CONTROL FOR AUTOMATED MOTOR-VEHICLES IN A DYNAMIC ENVIRONMENT
An automotive electronic dynamics control system for an automated motor-vehicle. The electronic dynamics control system is designed to implement two distinct Model Predictive Control (MPC)-based Trajectory Planners comprising a Longitudinal Trajectory Planner designed to compute a planned longitudinal trajectory for the automated motor-vehicle; and a Lateral Trajectory Planner designed to compute a planned lateral trajectory for the automated motor-vehicle. The electronic dynamics control system is further designed to cause the planned longitudinal trajectory to be computed before the planned lateral trajectory.
A suspension device of a motor-vehicle wheel includes a support member of the motor-vehicle wheel connectable to the motor-vehicle structure by means of one or more suspension members, a brake disc connected in rotation with the motor-vehicle wheel, a brake caliper associated with the brake disc and a brake disc cover. The brake caliper is formed in a single piece with the support member of the motor-vehicle wheel by means of additive manufacturing technology.
An actuation system for actuating an intake valve associated with a cylinder of an internal combustion engine comprises a slave piston (21) that operates the intake valve (7) and that is hydraulically controlled by means of a volume of pressurized fluid (C) by a master piston (16) operated by a first cam (14A) of a camshaft (11). A control valve (24) controls the communication between the volume of pressurized fluid (C) and an environment at lower pressure to which a fluid accumulator is connected (270). The control valve (24) is mechanically controlled by a second cam (14B) that is carried by the camshaft (11) and that has the sole function of controlling the control valve (24).
F01L 1/344 - Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear
F01L 13/00 - Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations
F01L 13/06 - Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for braking
F01L 9/12 - Valve-gear or valve arrangements actuated non-mechanically by fluid means, e.g. hydraulic in which the action of a cam is being transmitted to a valve by a liquid column with a liquid chamber between a piston actuated by a cam and a piston acting on a valve stem
56.
A METHOD FOR MEASURING THE CROSS-LINKING DEGREE OF A COMPONENT OF ELASTOMERIC MATERIAL
A method for measuring a degree of cross-linking of a component of elastomeric material obtained as a result of a hot-forming process, includes a preliminary calibration step in which a plurality of samples are provided, made of the same material as the component. The samples have different degrees of cross-linking following respective hot-forming processes conducted for different periods of time. The preliminary calibration step includes providing a measuring device having an electrical circuit, in which a voltage generator is arranged in series with metal contacts configured to selectively receive a sample, and an ammeter, positioning a sample between said metal contacts, providing a predetermined voltage value, and detecting the corresponding current value by means of said ammeter. The aforesaid steps are repeated for each sample so as to obtain a calibration map that associates a given degree of cross-linking of the material constituting said component with each determined value of electrical conductivity.
G01N 27/04 - Investigating or analysing materials by the use of electric, electrochemical, or magnetic means by investigating impedance by investigating resistance
B29C 48/00 - Extrusion moulding, i.e. expressing the moulding material through a die or nozzle which imparts the desired formApparatus therefor
57.
CUSTOMIZATION OF AUTONOMOUS-DRIVING LANE CHANGES OF MOTOR VEHICLES BASED ON DRIVERS' DRIVING BEHAVIOURS
An automotive active lane change assist designed to cause a motor vehicle to carry out autonomous-driving lane change manoeuvres and to customize the autonomous-driving lane change manoeuvres based on manual-driving lane change habits of a driver of the motor vehicle learnt during one or different manual-driving sessions of the motor vehicle. The automotive active lane change assist is further designed to customize the autonomous-driving lane change manoeuvres based on manual-driving lane change habits of a driver of the motor vehicle by determining one or different autonomous-driving lane change settings for one or different drivers of the motor vehicle and for one or different types or categories of roads along which the motor vehicle can carry out autonomous-driving lane change manoeuvres.
An engine includes at least one cylinder, a first intake valve and a second intake valve associated with the cylinder, to control a flow of intake air from a first intake duct and a second intake duct, respectively. The two intake ducts communicate with a common intake manifold, so as to receive air at the same pressure. During the intake stage, in each cylinder operating cycle, initially an opening and closing movement of only the first intake valve is activated, while the second intake valve remains closed and, subsequently, an opening and closing movement of only said second intake valve is activated, while the first intake valve remains closed. In this way, the two air flows at the same pressure entering the cylinder give rise to a high turbulent kinetic energy, to the advantage of combustion efficiency and reduction of harmful exhaust emissions.
An automotive electronic system (1) designed to allow automotive cooperative lane- level relative localization based on inter-vehicular communication of two motor vehicles (2, 3) each equipped with such an automotive electronic system (1), comprising: - an automotive sensory system (4) configured to output an output such as to allow right and left lane lines which delimit a lane traveled by the motor vehicle (2, 3) to be identified; - an automotive geo-location system (5) configured to output position data indicative of a geographical position of the motor vehicle (2, 3); - an automotive communication interface (7) configured to allow the motor vehicle (2, 3) to communicate with other motor vehicles through an inter-vehicular communication based on inter-vehicular messaging; and - automotive electronic storing and processing resources (8) in communication with the automotive sensory system (4) to receive the output therefrom, with the automotive geo-location system (5) to receive the position data therefrom, and with the automotive communication interface (7) and designed to allow the lane-level relative localization of two motor vehicles (2, 3). In order to allow the lane-level relative localization of the first motor vehicle (2) by the second motor vehicle (3), the automotive electronic storing and processing resources (8) of the first motor vehicle (2) are configured to: - identify, based on the output of the automotive sensory system (4), the right and left lane lines which delimit the lane traveled by the first motor vehicle (2); - compute, based on the identified right and left lane lines, the right and left distances of the first motor vehicle (2) from the identified right and left lane lines; and - transmit to the second motor vehicle (3), via the inter-vehicular communication interface (7), inter-vehicular messages containing position data indicative of the geographical position of the first motor vehicle (2) and distance data representative of the right and left distances of the first motor vehicle (2) from the identified right and left lane lines. In order to allow the lane-level relative localization of the second motor vehicle (3) by the first motor vehicle (2), the automotive electronic storing and processing resources (8) of the first motor vehicle (2) are configured to: - receive, via the motor automotive communication interface (7) inter-vehicular messages transmitted by the second motor vehicle (3) and containing position data indicative of the geographical position of the second motor vehicle (3) and outputted by the automotive geo-location system (5) of the second motor vehicle (3) and distance data representative of the left and right distances of the second motor vehicle (3) from the right and left lane lines which delimit the lane traveled by the second motor vehicle (3) and identified based on the output of the automotive sensory system (4) of the second motor vehicle (3); - extract position and distance data contained in the V2V messages received by the second motor vehicle (3); and - lane-level localize the second motor vehicle (3) relative to the first motor vehicle (2) based on the geographical position of the first motor vehicle (2), on the right and left lane lines which delimit the lane traveled by the first motor vehicle (2) and on the geographical position of the second motor vehicle (3) and the left and right distances of the second motor vehicle (3) from the right and left lane lines which delimit the lane traveled by the second motor vehicle (3) extracted from the inter- vehicular messages transmitted by the second motor vehicle (3). The electronic automotive system (1) therefore allows any two motor vehicles communicating with each other via inter-vehicular messages to map-free lane-level localize each other relatively and bidirectionally.
G08G 1/0962 - Arrangements for giving variable traffic instructions having an indicator mounted inside the vehicle, e.g. giving voice messages
G08G 1/0967 - Systems involving transmission of highway information, e.g. weather, speed limits
H04W 4/46 - Services specially adapted for particular environments, situations or purposes for vehicles, e.g. vehicle-to-pedestrians [V2P] for vehicle-to-vehicle communication [V2V]
G01C 21/36 - Input/output arrangements for on-board computers
60.
Method for applying a reinforcement of metal material to a component of metal material, particularly in the construction of a motor-vehicle body or a sub-assembly thereof
A structural joint between two components of metal material is obtained by carrying out an electrical resistance welding spot between said components and subsequently performing a step of applying a cladding of metal material by an additive manufacturing technology. In one example, after a first step of applying a coarse base cladding, a second step of applying a fine cladding is carried out, again by additive manufacturing technology. The fine cladding can include a distribution of stiffening micro-ribs above the base cladding. The same method can also be applied to a single sheet metal component, rather than to a welded joint.
A motor-vehicle lattice frame that includes a plurality of structural nodes each having a central body and at least one hollow arm protruding from the central body. The lattice frame also includes a plurality of beam elements connected to each other by means of the hollow protruding arms. The structural nodes are made by an additive manufacturing technique and at least one arm of one of the nodes has an end portion opposite to said central body having a channel shape with an open cavity both at a front end of the arm and along one side of the arm.
An internal combustion engine includes an electro-hydraulic system for variable actuation of intake valves where each cylinder has two intake valves, associated with two intake conduits. A first conduit is generates within the cylinder a tumble motion of airflow introduced therein, when the intake valve associated thereto is at least partially opened. The second intake conduit generates within the cylinder a swirl motion of airflow introduced therein when the second intake valve is at least partially opened. A controller of controls one or more control valves to open only one of the intake valves of each cylinder in a condition of reduced engine operation, below a predetermined load and/or a predetermined speed of the engine, and to always open both intake valves in the remaining conditions of engine operation. The first intake valve is the only valve to be opened in the reduced engine operation condition.
F01L 9/14 - Valve-gear or valve arrangements actuated non-mechanically by fluid means, e.g. hydraulic in which the action of a cam is being transmitted to a valve by a liquid column with a liquid chamber between a piston actuated by a cam and a piston acting on a valve stem the volume of the chamber being variable, e.g. for varying the lift or the timing of a valve
F01L 1/26 - Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of two or more valves operated simultaneously by same transmitting-gearValve-gear or valve arrangements, e.g. lift-valve gear peculiar to machines or engines with more than two lift valves per cylinder
F02D 13/02 - Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
F01L 9/40 - Methods of operation thereofControl of valve actuation, e.g. duration or lift
F02D 41/00 - Electrical control of supply of combustible mixture or its constituents
F01L 1/25 - Hydraulic tappets between cam and valve stem
A gripping tool, usable on a manipulator device for picking up and handling items includes a support frame extending along a first axis, provided with an attachment element for connecting to the manipulator device; and a plurality of gripping devices distributed in assemblies. Each assembly is carried by a respective auxiliary frame connected to the support frame by means of respective connecting members configured to be able to adjust the auxiliary frames and the gripping devices in position with respect to the support frame.
B25J 19/00 - Accessories fitted to manipulators, e.g. for monitoring, for viewingSafety devices combined with or specially adapted for use in connection with manipulators
64.
INTERNAL COMBUSTION ENGINE WITH FAST COMBUSTION, AND METHOD FOR CONTROLLING THE ENGINE
In an internal combustion engine provided with an electro-hydraulic system for variable actuation of the intake valves of the engine, each cylinder has two intake valves (VT, VS), associated with two intake conduits. A first intake conduit (4T) is configured so as to generate, within the cylinder, a main tumble motion, a cross-tumble motion and a swirl motion of the airflow. A second intake conduit (4S) has a scroll-type configuration, so as to generate a swirl motion of the airflow within the cylinder in a direction opposite to that of the swirl motion induced by the first intake conduit (4T). An electronic controller (25) is configured to partially or entirely open the intake valve (VT) associated to the first intake conduit in a condition of reduced operation of the engine, below a predetermined engine load and/or below a predetermined engine rotational speed, and to always open both the intake valves (VT, VS) in the remaining conditions of operation of the engine.
F01L 9/11 - Valve-gear or valve arrangements actuated non-mechanically by fluid means, e.g. hydraulic in which the action of a cam is being transmitted to a valve by a liquid column
F01L 9/14 - Valve-gear or valve arrangements actuated non-mechanically by fluid means, e.g. hydraulic in which the action of a cam is being transmitted to a valve by a liquid column with a liquid chamber between a piston actuated by a cam and a piston acting on a valve stem the volume of the chamber being variable, e.g. for varying the lift or the timing of a valve
F01L 13/00 - Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations
F02D 41/00 - Electrical control of supply of combustible mixture or its constituents
F02D 13/02 - Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
F02B 27/02 - Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues the systems having variable, i.e. adjustable, cross-sectional areas, chambers of variable volume, or like variable means
F02B 31/08 - Modifying induction systems for imparting a rotation to the charge in the cylinder having multiple air inlets
65.
Motor-vehicle trajectory planning and control to cause automated motor-vehicles to perform low-speed manoeuvres in automated driving
An automotive electronic dynamics control system for a motor-vehicle equipped with and automotive automated driving system designed to cause the motor-vehicle to perform low-speed manoeuvres in automated driving.
The automotive automated driving system comprises an automotive sensory system designed to detect motor-vehicle-related quantities, and automotive actuators comprising an Electric Power Steering, a Braking System, and a Powertrain.
compute, based on the received data, a planned driving path for the motor-vehicle during a low-speed manoeuvre performed in automated driving.
compute, based on the received data, a planned lateral trajectory and a planned longitudinal trajectory for the motor-vehicle during the low-speed manoeuvre performed in automated driving.
compute commands for the Electric Power Steering based on the planned lateral trajectory, and for the Braking System and the Powertrain based on the planned longitudinal trajectory.
The Driving Path Planner is designed to compute the planned driving path as a planned driving corridor within which the motor-vehicle may be driven and made up of a series of driving path segments each with a length and an orientation referenced in an inertial reference frame.
an MPC-based Longitudinal Trajectory Planner and Controller designed to compute the planned longitudinal trajectory as a series of longitudinal acceleration requests.
The Lateral Trajectory Planner and Controller is further designed to compute the planned lateral trajectory based on a linearized Lateral Trajectory Model which exhibits a singularity whenever the relative orientation of a couple of successive driving path segments of the planned driving path is equal to or higher than a given amount.
The Lateral Trajectory Planner and Controller is further designed to dynamically modify relative orientation of the motor-vehicle reference frame with respect to the inertial reference frame along the planned driving path so as to result in the relative orientations of all of the couples of successive driving path segments of the planned driving path being lower than the given amount.
An automotive electronic driving speed control system configured to control the driving speed of the motor-vehicle along a recurring path travelled by the motor-vehicle in assisted- or autonomous-driving based on one or more driver-specific driving speed profiles of the motor-vehicle learnt during one or more previous travels of the same path along which the motor-vehicle is manually driven by the specific driver.
An automotive autonomous driving system (1) configured to cause a motor vehicle (2) to perform recurrent low speed manoeuvres in autonomous driving in digital road maps-free. The automotive autonomous driving system (1) is configured to store recurrent low speed manoeuvres in the form of manoeuvre data descriptive of the environments in which the recurrent low speed manoeuvres are to be repeated in autonomous driving and comprising geolocation data representative of starting and end points of the recurrent low speed manoeuvres and of spatial constraints, obstacles, and associated dimensions, identified in the environments where the recurrent low speed manoeuvres are to be repeated in autonomous driving, when they were stored. The automotive autonomous driving system (1) is designed to cause the motor-vehicle (2) to repeat stored recurrent low speed manoeuvres by causing the motor-vehicle (2) to drive along an autonomous driving path computed, along with associated longitudinal and lateral dynamics, based on both stored data descriptive of the environments in which the recurrent low speed manoeuvres are to be performed in autonomous driving and on data received from an automotive sensory system, whereby the autonomous driving path and the associated longitudinal and lateral dynamics are computed by taking account of both the spatial constraints, obstacles and their dimensions identified in the environment where the recurrent low speed manoeuvre is to be repeated in autonomous driving identified when it was stored, and of any new spatial constraints and/or obstacles appeared in the environment in which the recurrent low speed manoeuvre is to be performed after it was stored and which can be identified based on the data received from the automotive sensory system. The automotive autonomous driving system (1) is further designed to optimize repetition in autonomous driving of stored recurrent low speed manoeuvres based on a collaborative navigation optimization approach implemented by the automotive autonomous driving system (1) and a remote service centre (10).
A light duty vehicle includes a vehicle frame, including a pair of vehicle longitudinal beams connected to each other by a plurality of cross-members and a cabin frame, having a pair of cabin longitudinal beams rigidly connected to front ends of the vehicle longitudinal beams. A supporting structure for auxiliary units, such as gaseous fuel tanks or electric batteries, which is carried by the vehicle frame, and includes an auxiliary frame extending between the vehicle longitudinal beams and having connection plates arranged in vertical planes parallel to a longitudinal direction of the vehicle frame and which are in contact with mutually facing inner lateral walls of the vehicle longitudinal beams and are rigidly connected to these longitudinal beams. The auxiliary frame fulfills a structural function equivalent to the structural function of one or more cross-members at an area of the vehicle frame where the cross-members are omitted.
B62D 21/02 - Understructures, i.e. chassis frame on which a vehicle body may be mounted comprising longitudinally or transversely arranged frame members
69.
Automotive electronic lateral dynamics control system for a self-driving motor vehicle
An automotive electronic lateral dynamics control system of an autonomous motor vehicle, comprising a lateral driving path planner designed to plan a lateral driving path of the autonomous motor vehicle and defined by a reference curvature of the autonomous motor vehicle; an automotive electronic driving stability control system designed to control an automotive braking system to apply to the autonomous motor vehicle a yaw torque to hinder a driving instability condition of the autonomous motor vehicle; and an automotive electronic steering control system designed to control an automotive steering system to apply to the autonomous motor vehicle a steering angle or torque to cause the autonomous motor vehicle to follow the lateral driving path planned by the lateral driving path planner. The automotive electronic lateral dynamics control system is designed to cause an intervention of the automotive electronic steering control system to take account of an intervention of the automotive electronic driving stability control system.
Informational system (1) for a mobility vehicle (2), comprising an automotive user interface (3) configured to allow a driver and other occupants of the mobility vehicle (2) to interact with the informational system (1); and automotive storage and processing resources (7) designed to cooperate with the automotive user interface (3) to implement an informational functionality designed to provide the driver of the mobility vehicle (2) with notifications aimed at promoting learning of features of the mobility vehicle (2). The automotive storage and processing resources (7) are further designed to monitor exploitation of features of the mobility vehicle (2), and to suggest to the driver exploitation of those features of the mobility vehicle (2) that are seldom exploited or completely unexploited by the driver.
B60K 37/06 - Arrangement of fittings on dashboard of controls, e.g. control knobs
71.
Exploitation of automotive automated driving systems to cause motor vehicles to perform follow-me low-speed manoeuvres controllable from the outside of the motor vehicles by user terminals
send to the electronic control unit of the motor vehicle Follow-Me data indicative of the relative position of the user terminal relative to the identified vehicle and the operating state of the surveillance device.
control the automotive automated driving system the motor vehicle based on the Follow-Me data, so as to cause the motor vehicle to perform a Follow-Me low-speed manoeuvre under the control of the user terminal to follow the movements of the user in possession of the user terminal as long as the operating state of the surveillance device is such as to indicate a continuous surveillance of the user in possession of the user terminal on the execution of the Follow-Me low-speed manoeuvre, and to interrupt the Follow-Me low-speed manoeuvre when the operating state of the surveillance device is such as to indicate an interruption of the surveillance of the user in possession of the user terminal on the execution of the Follow-Me manoeuvre.
An automotive electronic system (6) to manage operation of a hybrid propulsion system (2) of a HEV or PHEV hybrid propulsion vehicle (3): - an automotive user interlace (7) configured to allow a user to interact with automotive systems of the hybrid propulsion vehicle (3); an automotive communication interface (8); - an automotive geolocation device (10) configured to output location data indicative of a geographical location of the hybrid propulsion vehicle (3); - an automotive navigation device (11) configured to store digital road maps and assist a driver of the hybrid propulsion vehicle (3) in driving the hybrid propulsion vehicle (3) to a set destination based on location data provided by the automotive geolocation device (10); and - automotive electronic storage and processing resources (12) designed to communicate with the automotive user interface (7), the automotive communication interface (8), the automotive geolocation device (10), and the automotive navigator (11) and to manage operation of the hybrid propulsion system (2) of the hybrid propulsion vehicle (3), In order to manage operation of the hybrid propulsion system (2) of the hybrid propulsion vehicle (3), the automotive electronic storage and processing resources (12) are designed to; ° store one or different digital maps of one or different Green Zones; ° receive location data from the automotive geolocation device (10); ° determine a current operating mode of the hybrid propulsion system (2) of the hybrid propulsion vehicle (3); ° check, based on the stored digital maps of the Green Zones, on the location data from the automotive geolocation device (10) and, if planned, on a path planned by the automotive navigator (11), whether the hybrid propulsion vehicle (3) is about to enter a Green Zone; and ° when the hybrid propulsion vehicle (3) is determined to be entering a Green Zone, if the current operating mode of the hybrid propulsion system (2) is purely thermal or thermal/electric, switch the current operating mode of the hybrid propulsion system (2), after verifying requisite operating conditions being met, to the purely electric, so as to result in the hybrid propulsion vehicle (3) being propelled within the Green Zone solely by the electric motor of the hybrid propulsion system (2).
B60W 10/04 - Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
B60W 10/06 - Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
B60W 10/08 - Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
B60W 20/12 - Controlling the power contribution of each of the prime movers to meet required power demand using control strategies taking into account route information
B60W 10/26 - Conjoint control of vehicle sub-units of different type or different function including control of energy storage means for electrical energy, e.g. batteries or capacitors
B60W 20/13 - Controlling the power contribution of each of the prime movers to meet required power demand in order to stay within battery power input or output limitsControlling the power contribution of each of the prime movers to meet required power demand in order to prevent overcharging or battery depletion
73.
MOTOR-VEHICLE DRIVING ASSISTANCE IN LOW METEOROLOGICAL VISIBILITY CONDITIONS, IN PARTICULAR WITH FOG
ADAS (1) designed to assist a driver of a motor-vehicle (2) in low meteorological visibility conditions, in particular with fog, comprising a sensory system (3) comprising a front vision system (4) arranged on the motor-vehicle (2) to monitor an environment in front of the motor-vehicle (2) and comprising one or different first front cameras (10, 11) designed to operate in the electromagnetic spectrum visible to the human eye, and one or different second front cameras (12) designed to operate in the electromagnetic spectrum invisible to the human eye; and electronic processing resources (5) communicatively coupled to the sensory system (3) to receive and process outputs of one or more of the automotive front cameras (10, 11, 12) to determine a meteorological visibility in front of the motor-vehicle (2) and assist the driver of the motor-vehicle (2) based on the meteorological visibility in front of the motor-vehicle (2). Assisting the driver of the motor-vehicle (2) comprises differentially controlling operation(s) of one or different automotive systems comprising an external lighting system (7), a user interface (8), and a cruise control system (9) based on the meteorological visibility in front of the motor-vehicle (2). Assisting the driver of the motor-vehicle (2) further comprises visually assisting the driver of the motor-vehicle (2) via the user interface (8) by displaying on at least one automotive display thereof either a video streaming of an automotive front camera (10, 11, 12) or a virtual depiction of an environment in front of or surrounding the motor- vehicle (2) computed based on information from the sensory system (3).
A system for assisting an operator in a work station includes a collaborative robot, with a robot electronic controller, configured for conducting an operation in an open, non-protected space, adjacent and in cooperation with the operator, an exoskeleton including one or more actuators, wearable by the operator for receiving assistance in conducting one or more operations, a plurality of sensors associable to the body of the operator and configured for detecting at least one parameter. An electronic controller is configured for receiving signals by the sensors and for sending signals to the one or more actuators of the exoskeleton and to the robot controller based on an elaboration of signals received by the sensors, wherein the system controller is configured and programmed for dynamically controlling the exoskeleton and the robot so as to avoid collisions or injuries between the robot and the operator or conditions of lack of safety for the operator, and to enable the robot to cooperate with the operator by assuming positions suitable to the physical and physiological features, to the workload and to the postures of the operator.
A gripping device has at least one tendon associated with a gripping arm and guided in a freely slidable manner along a first and second arm portion thereof through a succession of guiding elements. The guiding elements associated with a first proximal arm portion of the arms are carried by an inner yielding panel so that when the inner yielding panel on the inner side of the first proximal arm portion engages against an item or component to be gripped, the guiding elements of the tendon carried by the inner yielding panel cause a tensioning of the tendon, which results in an articulation and/or inflection movement of a second distal arm portion with respect to the first proximal arm portion.
An automotive autonomous driving system comprising automotive on-board systems comprising a propulsion system, a braking system, a steering system, and a sensory system, an automotive user interface, and an automotive electronic control unit connected to, via an automotive on-board communications network, and configured to cooperate with, the automotive on-board systems and the automotive user interface to provide an automotive autonomous driving system. The automotive electronic control unit is further configured to store and populate a database of recurrent low speed manoeuvres and cause recurrent low speed manoeuvres stored in the database of recurrent low speed manoeuvres to be repeated in autonomous driving mode.
B60W 50/06 - Improving the dynamic response of the control system, e.g. improving the speed of regulation or avoiding hunting or overshoot
B60W 60/00 - Drive control systems specially adapted for autonomous road vehicles
B60R 16/023 - Electric or fluid circuits specially adapted for vehicles and not otherwise provided forArrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric for transmission of signals between vehicle parts or subsystems
B60W 10/04 - Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
B60W 10/18 - Conjoint control of vehicle sub-units of different type or different function including control of braking systems
B60W 10/20 - Conjoint control of vehicle sub-units of different type or different function including control of steering systems
An assistance apparatus wearable by a subject for an assistance in forward reclining movements of the torso includes an upper structure for the engagement of the subject's torso and a lower structure for the engagement of the subject's legs, pivotally connected to each other around an axis, at least one elastic device operatively interposed between the upper structure and the lower structure and at least one electric motor operatively arranged in series with the elastic device, between the upper structure and the lower structure, and actionable for dynamically controlling the extent of deformation of the elastic device.
A61B 5/11 - Measuring movement of the entire body or parts thereof, e.g. head or hand tremor or mobility of a limb
A61B 5/00 - Measuring for diagnostic purposes Identification of persons
A61F 5/01 - Orthopaedic devices, e.g. long-term immobilising or pressure directing devices for treating broken or deformed bones such as splints, casts or braces
78.
Method for moulding a sheet into a component of complex shape having areas with different mechanical properties, particularly a motor-vehicle component
A method for molding a sheet into a motor-vehicle component includes heating the sheet by a kiln, prior to forming the component. The kiln has a main body with a roller shape, having a plurality of sectors extending along a radial direction with respect to a longitudinal axis of the roller body. The sectors are configured to each receive a sheet, so that the main body with a roller shape is arranged to simultaneously carry a plurality of sheets. The kiln includes a plurality of heating elements in said main body with a roller shape and configured to heat only the first portion of the roller body, so that the roller shaped main body is designed to heat the sheets in a differentiated way, particularly at their areas in contact with said first portion of the roller body. The kiln includes at least one electronically-controlled drive motor, arranged to rotate the roller-shaped main body around the longitudinal axis of the kiln, so as to vary the position of the sectors with respect to the inlet and outlet ports.
B21D 22/02 - Stamping using rigid devices or tools
F27B 9/16 - Furnaces through which the charge is moved mechanically, e.g. of tunnel type Similar furnaces in which the charge moves by gravity characterised by the path of the charge during treatmentFurnaces through which the charge is moved mechanically, e.g. of tunnel type Similar furnaces in which the charge moves by gravity characterised by the means by which the charge is moved during treatment the charge moving in a circular or arcuate path
C21D 9/00 - Heat treatment, e.g. annealing, hardening, quenching or tempering, adapted for particular articlesFurnaces therefor
79.
Method for moulding a sheet into a component of complex shape having areas with different mechanical properties, particularly a motor-vehicle component
A method for moulding a sheet into a component of complex shape having areas with different mechanical properties, particularly a motor-vehicle component, includes a first heating step of the sheet carried out by a kiln, prior to forming the component. The kiln has a main body with a roller shape, having a plurality of sectors extending along a radial direction with respect to a longitudinal axis of the roller body. The sectors are configured to each receive a sheet, so that the main body with a roller shape is arranged to simultaneously carry a plurality of sheets. The kiln includes a plurality of heating elements incorporated in the roller-shaped main body, so as to heat the sheets in contact with the roller body. The kiln includes at least one electronically-controlled drive motor, arranged to rotate the roller-shaped main body around the longitudinal axis of the kiln, so as to vary the position of the sectors with respect to the inlet and outlet ports. An additional heating step follows extraction of the sheets from the kiln, wherein the sheets are locally heated only at one area, so as to obtain sheets with areas heated to different temperatures.
C21D 8/02 - Modifying the physical properties by deformation combined with, or followed by, heat treatment during manufacturing of plates or strips
C21D 9/46 - Heat treatment, e.g. annealing, hardening, quenching or tempering, adapted for particular articlesFurnaces therefor for sheet metals
F27B 9/24 - Furnaces through which the charge is moved mechanically, e.g. of tunnel type Similar furnaces in which the charge moves by gravity characterised by the path of the charge during treatmentFurnaces through which the charge is moved mechanically, e.g. of tunnel type Similar furnaces in which the charge moves by gravity characterised by the means by which the charge is moved during treatment the charge moving in a substantially straight path being carried by a conveyor
B21D 53/88 - Making other particular articles other parts for vehicles, e.g. cowlings, mudguards
80.
A METHOD FOR MOULDING A SHEET INTO A COMPONENT OF COMPLEX SHAPE HAVING AREAS WITH DIFFERENT MECHANICAL PROPERTIES, PARTICULARLY A MOTOR-VEHICLE COMPONENT
A method for moulding a sheet (L) into a component of complex shape having areas with different mechanical properties, particularly a motor-vehicle component. The method involves a heating step of the sheet (L) carried out by means of a kiln (1), prior to forming the component. The kiln (1) comprises a main body with a roller shape (3), having a plurality of sectors (4) extending along a radial direction with respect,to a longitudinal axis (X) of the roller. body (3). The sectors (4) are configured to each receive a sheet (L), so that the main body with a roller shape (3) is arranged to simultaneously carry a plurality of sheets (L). The kiln (1) further cornprises a plurality of heating elements (5) incorporated in said main body with a roller shape (3) and configured so as to heat only said first portion of the roller body (3), so that the roller shaped main body (3) is designed to heat the sheets (L) in a differentiated way, particularly at their areas in contact with said first portion of the roller body (3). The kiln (1) further comprises at least one electronically-controlled drive motor, arranged to rotate the roller-shaped main body (3) around the longitudinal axis (X) of the kiln (1), so as to vary the position of the sectors (4) with respect to the inlet and outlet ports (6, 7).
C21D 9/46 - Heat treatment, e.g. annealing, hardening, quenching or tempering, adapted for particular articlesFurnaces therefor for sheet metals
B62D 25/00 - Superstructure sub-unitsParts or details thereof not otherwise provided for
F27B 9/16 - Furnaces through which the charge is moved mechanically, e.g. of tunnel type Similar furnaces in which the charge moves by gravity characterised by the path of the charge during treatmentFurnaces through which the charge is moved mechanically, e.g. of tunnel type Similar furnaces in which the charge moves by gravity characterised by the means by which the charge is moved during treatment the charge moving in a circular or arcuate path
B21D 53/88 - Making other particular articles other parts for vehicles, e.g. cowlings, mudguards
81.
A METHOD FOR MOULDING A SHEET INTO A COMPONENT OF COMPLEX SHAPE HAVING AREAS WITH DIFFERENT MECHANICAL PROPERTIES, PARTICULARLY A MOTOR-VEHICLE COMPONENT
A method for moulding a sheet (L) into a component of complex shape having areas with different mechanical properties, particularly a motor-vehicle component. The method involves a first heating step of the sheet (L) carried out by means of a kiln (1), prior to forming the component. The kiln (1) comprises a main body with a roller shape (3), having a plurality of sectors (4) extending along a radial direction with respect to a longitudinal axis (X) of the roller body (3). The sectors (4) are configured to each receive a sheet (L), so that the main body with a roller shape (3) is arranged to simultaneously carry a plurality of sheets (L). The kiln (1) further comprises a plurality of heating elements (5) incorporated in said roller-shaped main body (3), so as to heat the sheets (L) in contact with the roller body (3). The kiln (1) further comprises at least one electronically-controlled drive motor, arranged to rotate the roller-shaped main body (3) around the longitudinal axis (X) of the kiln (1), so as to vary the position of the sectors (4) with respect to the inlet and outlet ports (6, 7). The method also includes an additional heating step following extraction of the sheets (L) from the kiln (1), wherein the sheets (L) are locally heated only at one area, so as to obtain sheets (L) with areas heated to different temperatures.
B21D 53/88 - Making other particular articles other parts for vehicles, e.g. cowlings, mudguards
B62D 25/00 - Superstructure sub-unitsParts or details thereof not otherwise provided for
F27B 9/16 - Furnaces through which the charge is moved mechanically, e.g. of tunnel type Similar furnaces in which the charge moves by gravity characterised by the path of the charge during treatmentFurnaces through which the charge is moved mechanically, e.g. of tunnel type Similar furnaces in which the charge moves by gravity characterised by the means by which the charge is moved during treatment the charge moving in a circular or arcuate path
B60W 40/08 - Estimation or calculation of driving parameters for road vehicle drive control systems not related to the control of a particular sub-unit related to drivers or passengers
B60W 30/16 - Control of distance between vehicles, e.g. keeping a distance to preceding vehicle
B60W 50/16 - Tactile feedback to the driver, e.g. vibration or force feedback to the driver on the steering wheel or the accelerator pedal
G06F 17/11 - Complex mathematical operations for solving equations
G06K 9/00 - Methods or arrangements for reading or recognising printed or written characters or for recognising patterns, e.g. fingerprints
B60W 50/14 - Means for informing the driver, warning the driver or prompting a driver intervention
83.
AUTOMATIC RECOGNITION OF ANOMALOUS SITUATIONS ALONG ROADS TRAVELLED BY MOTOR-VEHICLES FOR INTELLIGENT MOTOR-VEHICLE DRIVING SPEED CONTROL ALONG THE ROADS
System (1) for automatically recognising anomalous situations along roads travelled by motor-vehicles for intelligent motor-vehicle driving speed control (2) along roads. The motor-vehicles (2) are configured to transmit data allowing anomalous situations to be recognised along roads travelled by the motor-vehicles (2). The system (1) comprises data processing resources (3) configured to: - receive and process data transmitted by the motor-vehicles (2) to recognise anomalous situations along the roads travelled by the motor-vehicles (2) based on a recognition algorithm, - when anomalous situations are recognised along roads travelled by the motor- vehicles (2), generate associated alert events and compute reference driving speeds along the roads recognised to be affected by anomalous situations, and - transmit data representative of the alert events and of the reference driving speeds along the roads recognised to be affected by anomalous situations. The motor-vehicles (2) are further configured to: - receive data representative of alert events and reference driving speeds, and - use the received data to implement one or both of the following actions: ° inform the drivers of motor-vehicles (2), through automotive user interfaces of motor-vehicles (2) of the anomalous situations recognised along roads travelled by motor-vehicles (2), and ° cause current driving speeds of the motor-vehicles (2) to be adjusted to the reference driving speeds along roads recognised to be affected by anomalous situations.
Described herein is a vehicle (1) comprising: - a cockpit (2); - a rear-access compartment (4); and - a load compartment (6), wherein: said cockpit (2) houses a single driver seat (18) and is set, in a transverse direction, alongside said load compartment (6), said load compartment (6) developing in a longitudinal direction (X) of the vehicle; said rear-access compartment (4) being adjacent at the back to said cockpit (2) and said load compartment (6), said cockpit (2) being separated from said rear-access compartment (4) by means of a curtain (10), said load compartment (6) being accessible through a loading opening (12) facing said rear-access compartment (4) and being configured for receiving a load unitload units (14), which can be slid in the longitudinal direction along the rear-access compartment (4) and through the loading opening (12).
A method for measuring the degree of cross-linking of a component (C) of elastomeric material obtained as a result of a hot-forming process, comprises a preliminary calibration step in which a plurality of samples (8) are provided, made of the same material as the component (C). The samples (8) have different degrees of cross-linking following respective hot-forming processes conducted for different periods of time. The preliminary calibration step includes: providing a measuring device (I) comprising an electrical circuit, in which a voltage generator (5) is arranged in series with metal contacts (7) configured to selectively receive a sample (8), and an ammeter (6); positioning a sample between said metal contacts (7), providing a predetermined voltage value, and detecting the corresponding current value by means of said ammeter (6). The aforesaid steps are repeated for each sample (8), so as to obtain a calibration map (M) that associates a given degree of cross-linking of the material constituting said component (C) with each determined value of electrical conductivity. Electrical conductivity measurement data obtained from the component are compared with the calibration map to obtain information on the quality in such way that if quality is lower than minimum acceptable value the component is scrapped. Corresponding quality control apparatus is also disclosed.
G01N 27/04 - Investigating or analysing materials by the use of electric, electrochemical, or magnetic means by investigating impedance by investigating resistance
F01L 9/02 - Valve-gear or valve arrangements actuated non-mechanically by fluid means, e.g. hydraulic
F01L 1/26 - Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of two or more valves operated simultaneously by same transmitting-gearValve-gear or valve arrangements, e.g. lift-valve gear peculiar to machines or engines with more than two lift valves per cylinder
F02D 13/02 - Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
87.
System and method for variable actuation of valves of an internal combustion engine
In an internal combustion engine provided with an electro-hydraulic system for variable actuation of the intake valves of the engine, each cylinder has two intake valves, which are associated with two intake conduits and are controlled by a single cam of a camshaft through a single hydraulic circuit. The communication of the hydraulic actuators of the two intake valves with a discharge channel is controlled by two electrically-actuated control valves, both of an on/off two-position type, arranged in series with each other along a hydraulic line for communication between the a pressure volume and the discharge channel.
F01L 1/46 - Component parts, details, or accessories, not provided for in preceding subgroups
F02B 23/10 - Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition with separate admission of air and fuel into cylinder
F02D 13/02 - Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
88.
MOTOR-VEHICLE TRAJECTORY PLANNING AND CONTROL TO CAUSE AUTOMATED MOTOR-VEHICLES TO PERFORM LOW-SPEED MANOEUVRES IN AUTOMATED DRIVING
(θROTROT )) of the motor-vehicle reference frame with respect to the inertial reference frame along the planned driving path so as to result in the relative orientations of all of the couples of successive driving path segments of the planned driving path being lower than the given amount.
An advanced driver assistance system configured to implement one or more automotive V2V applications designed to assist a driver in driving a Host Motor-Vehicle. The advanced driver assistance system is configured to be connectable to an automotive on-board communication network to communicate with automotive on-board systems to implement one or different automotive functionalities aimed at assisting the driver in driving the Host Motor-Vehicle, controlling the Host Motor-Vehicle, and informing the driver of the Host Motor-Vehicle of the presence of Relevant Motor-Vehicles deemed to be relevant to the driving safety of the Host Motor-Vehicle. The advanced driver assistance system comprises an automotive V2V communication system operable to communicate with automotive V2V communication systems of Remote Motor-Vehicles via V2V messages containing motor-vehicle position-related, motion-related, and state-related data. The advanced driver assistance system is further configured to receive V2V messages transmitted by V2V communications systems of Remote Motor-Vehicles; identify from among the Remote Motor-Vehicles in communication with the Host Motor-Vehicle, Nearby Motor-Vehicles that may represent potential threats to the driving safety of the Host Motor-Vehicle, based on motor-vehicle position-related, motion-related, and state-related data in received V2V messages and on motor-vehicle position-related, motion-related, and state-related data of the Host Motor-Vehicle; and process the data contained in the V2V messages received from the Nearby Motor-Vehicles to identify from among the Nearby Motor-Vehicles Relevant Motor-Vehicles that may be relevant to the automotive functionalities aimed at assisting the driver in driving the Host Motor-Vehicle, controlling the Host Motor-Vehicle, at informing the driver of the Host Motor-Vehicle of the presence of Relevant Motor-Vehicles deemed to be relevant to the driving safety, and dispatch on the automotive on-board communication network a list of virtual objects containing information on the Host Motor-Vehicle and on the Relevant Motor-Vehicles, for exploitation by one or more of the functionalities aimed at assisting the driver in driving the Host Motor-Vehicle, controlling the Host Motor-Vehicle, and informing the driver of the Host Motor-Vehicle of the presence of the Relevant Motor-Vehicles deemed to be relevant to the driving safety of the Host Motor-Vehicle, or exploit the information on the Host Motor-Vehicle and on the Relevant Motor-Vehicles in the implementation of one or more of the automotive functionalities aimed at assisting the driver in driving the Host Motor-Vehicle, controlling the Host Motor-Vehicle, and informing the driver of the Host Motor-Vehicle of the presence of the Relevant Motor-Vehicles and of relevant events deemed to be relevant to the driving safety of the Host Motor-Vehicle.
G08G 1/0968 - Systems involving transmission of navigation instructions to the vehicle
H04W 4/46 - Services specially adapted for particular environments, situations or purposes for vehicles, e.g. vehicle-to-pedestrians [V2P] for vehicle-to-vehicle communication [V2V]
H04W 4/48 - Services specially adapted for particular environments, situations or purposes for vehicles, e.g. vehicle-to-pedestrians [V2P] for in-vehicle communication
B60R 16/023 - Electric or fluid circuits specially adapted for vehicles and not otherwise provided forArrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric for transmission of signals between vehicle parts or subsystems
G01C 21/36 - Input/output arrangements for on-board computers
An automotive electronic dynamics control system for an automated motor-vehicle. The electronic dynamics control system is designed to implement two distinct Model Predictive Control (MPC)-based Trajectory Planners comprising a Longitudinal Trajectory Planner designed to compute a planned longitudinal trajectory for the automated motor-vehicle; and a Lateral Trajectory Planner designed to compute a planned lateral trajectory for the automated motor-vehicle. The electronic dynamics control system is further designed to cause the planned longitudinal trajectory to be computed before the planned lateral trajectory.
A motor-vehicle lattice frame (T) is described here that includes a plurality of structural nodes (N1, N2) each having a central body (1) and at least one hollow arm (2, 3, 4, 30) protruding from the central body (1). The lattice frame (T) also includes a plurality of beam elements (5, 6, 11, 27) connected to each other by means of the hollow protruding arms (2, 3, 4, 30). The structural nodes (N1, N2) are made by an additive manufacturing technique and at least one arm (2, 3, 4, 30) of one of the nodes (N1, N2 ) has an end portion opposite to said central body (1) having a channel shape (C) with an open cavity both at a front end (12) of the arm (2, 3, 4, 30) and along one side (13) of the arm (2, 3, 4, 30).
B62D 23/00 - Combined superstructure and frame, i.e. monocoque constructions
B62D 27/02 - Connections between superstructure sub-units rigid
B62D 27/06 - Connections between superstructure sub-units readily releasable
B29C 64/00 - Additive manufacturing, i.e. manufacturing of three-dimensional [3D] objects by additive deposition, additive agglomeration or additive layering, e.g. by 3D printing, stereolithography or selective laser sintering
An advanced driver assistance system configured to implement one or more automotive V2V applications designed to assist a driver in driving a Host Motor-Vehicle. The advanced driver assistance system is configured to be connectable to an automotive on-board communication network to communicate with automotive on-board systems to implement one or different automotive functionalities aimed at assisting the driver in driving the Host Motor-Vehicle, controlling the Host Motor-Vehicle, and informing the driver of the Host Motor-Vehicle of the presence of Relevant Motor-Vehicles deemed to be relevant to the driving safety of the Host Motor-Vehicle.
B60W 50/00 - Details of control systems for road vehicle drive control not related to the control of a particular sub-unit
H04W 4/46 - Services specially adapted for particular environments, situations or purposes for vehicles, e.g. vehicle-to-pedestrians [V2P] for vehicle-to-vehicle communication [V2V]
B60R 16/023 - Electric or fluid circuits specially adapted for vehicles and not otherwise provided forArrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric for transmission of signals between vehicle parts or subsystems
B60W 30/095 - Predicting travel path or likelihood of collision
A hinge of a motor-vehicle mobile part includes a first and a second hinge element mounted articulated with respect to each other about a hinge axis. The second hinge element is articulated to the first hinge element by an articulation portion having two pins defining the hinge axis, and projecting in opposite directions from two sides of the second hinge element. The first hinge element and the second hinge element are obtained by an additive manufacturing technique in an already reciprocally articulated condition, with the pins mounted with clearance within respective articulation seats formed on two flanges of the first hinge element adjacent to the sides of the second hinge element. The hinge also includes two bushing-shaped members, each interposed between one of said two pins and the respective articulation seat.
An automotive active lane change assist (HCLA) designed to cause a motor vehicle (1) to carry out autonomous-driving lane change manoeuvres and to customize the autonomous-driving lane change manoeuvres based on manual-driving lane change habits of a driver of the motor vehicle (1) learnt during one or different manual-driving sessions of the motor vehicle (1). The automotive active lane change assist (HCLA) is further designed to customize the autonomous-driving lane change manoeuvres based on manual-driving lane change habits of a driver of the motor vehicle (1) by determining one or different autonomous-driving lane change settings for one or different drivers of the motor vehicle (1) and for one or different types or categories of roads along which the motor vehicle (1) can carry out autonomous-driving lane change manoeuvres.
An advanced driver assistance system configured to implement one or more automotive V2V applications designed to assist a driver in driving a Host Motor-Vehicle. The advanced driver assistance system is configured to be connectable to an automotive on-board communication network to communicate with automotive on-board systems to implement one or different automotive functionalities aimed at assisting the driver in driving the Host Motor-Vehicle, controlling the Host Motor-Vehicle, and informing the driver of the Host Motor-Vehicle of the presence of Relevant Motor-Vehicles deemed to be relevant to the driving safety of the Host Motor-Vehicle. The advanced driver assistance system comprises an automotive V2V communication system operable to communicate with automotive V2V communication systems of Remote Motor-Vehicles via V2V messages containing motor-vehicle position-related, motion-related, and state-related data. The advanced driver assistance system is further configured to receive V2V messages transmitted by V2V communications systems of Remote Motor-Vehicles; identify from among the Remote Motor-Vehicles in communication with the Host Motor-Vehicle, Nearby Motor-Vehicles that may represent potential threats to the driving safety of the Host Motor-Vehicle, based on motor-vehicle position-related, motion-related, and state-related data in received V2V messages and on motor-vehicle position-related, motion-related, and state-related data of the Host Motor-Vehicle; and process the data contained in the V2V messages received from the Nearby Motor-Vehicles to identify from among the Nearby Motor-Vehicles Relevant Motor-Vehicles that may be relevant to the automotive functionalities aimed at assisting the driver in driving the Host Motor-Vehicle, controlling the Host Motor-Vehicle, at informing the driver of the Host Motor-Vehicle of the presence of Relevant Motor-Vehicles deemed to be relevant to the driving safety, and dispatch on the automotive on-board communication network a list of virtual objects containing information on the Host Motor-Vehicle and on the Relevant Motor-Vehicles, for exploitation by one or more of the functionalities aimed at assisting the driver in driving the Host Motor-Vehicle, controlling the Host Motor-Vehicle, and informing the driver of the Host Motor-Vehicle of the presence of the Relevant Motor-Vehicles deemed to be relevant to the driving safety of the Host Motor-Vehicle, or exploit the information on the Host Motor-Vehicle and on the Relevant Motor-Vehicles in the implementation of one or more of the automotive functionalities aimed at assisting the driver in driving the Host Motor-Vehicle, controlling the Host Motor-Vehicle, and informing the driver of the Host Motor-Vehicle of the presence of the Relevant Motor-Vehicles and of relevant events deemed to be relevant to the driving safety of the Host Motor-Vehicle.
A method of controlling a vehicle hybrid propulsion system is provided. The propulsion system includes an internal combustion engine, first and second clutches, an electric motor, and a gearbox having an input shaft and an output shaft connected to drive wheels. The method includes a first operating mode of starting the engine by the motor, a second operating mode of actuating a gear shift, and a third operating mode which actuates starting of the engine and the gear shift. The method includes passing from the first to the third operating modes even if starting of the engine has not been completed, or passing from the second to the third operating modes even if actuation of the gear shift has not been completed, so that the transition from one operating mode to another can be freely actuated at any time, depending upon operating conditions of the hybrid propulsion system.
B60W 20/00 - Control systems specially adapted for hybrid vehicles
B60W 20/15 - Control strategies specially adapted for achieving a particular effect
B60W 10/02 - Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
B60W 10/06 - Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
B60W 10/08 - Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
B60W 10/10 - Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
B60W 20/30 - Control strategies involving selection of transmission gear ratio
B60W 20/40 - Controlling the engagement or disengagement of prime movers, e.g. for transition between prime movers
F02N 11/00 - Starting of engines by means of electric motors
97.
Method of controlling a pickup manoeuvre of a hybrid vehicle
A method of controlling a pickup manoeuvre of a hybrid vehicle is actuated with an engine off, an electric motor active and a first clutch being open. In a first phase of the manoeuvre, vehicle advancement is obtained by progressively closing the second clutch so that the input shaft is set in rotation with an increasing speed, while the motor rotates at an increasing speed higher than a speed of the input shaft with the second clutch in a slip condition. Upon a request for starting the engine, the first clutch is progressively closed so that the engine starts to be driven by the motor, while the second clutch is kept in the slip condition, which is maintained until the engine and motor rotate substantially at a same speed, higher than the speed of the input shaft, and once this condition is reached, closing of the second clutch is started.
F02N 11/08 - Circuits specially adapted for starting of engines
B60W 10/02 - Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
B60W 10/06 - Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
B60W 10/08 - Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
B60W 20/40 - Controlling the engagement or disengagement of prime movers, e.g. for transition between prime movers
A suspension device (1) of a motor-vehicle wheel includes a support member (2) of the motor-vehicle wheel connectable to the motor-vehicle structure by means of one or more suspension members (B1, B2), a brake disc (D) connected in rotation with the motor-vehicle wheel, a brake caliper (3) associated with the brake disc (D) and a brake disc cover (4). The brake caliper (3) is formed in a single piece with the support member (2) of the motor-vehicle wheel by means of additive manufacturing technology.
F16D 55/228 - Brakes with substantially-radial braking surfaces pressed together in axial direction, e.g. disc brakes with axially-movable discs or pads pressed against axially-located rotating members by clamping an axially-located rotating disc between movable braking members, e.g. movable brake discs or brake pads with a separate actuating member for each side
F16D 55/00 - Brakes with substantially-radial braking surfaces pressed together in axial direction, e.g. disc brakes
B22F 3/105 - Sintering only by using electric current, laser radiation or plasma
F16D 55/02 - Brakes with substantially-radial braking surfaces pressed together in axial direction, e.g. disc brakes with axially-movable discs or pads pressed against axially-located rotating members
F16D 65/847 - Features relating to cooling for disc brakes with open cooling system, e.g. cooled by air
B22F 5/10 - Manufacture of workpieces or articles from metallic powder characterised by the special shape of the product of articles with cavities or holes, not otherwise provided for in the preceding subgroups
An automotive electronic driving speed control system configured to control the driving speed of the motor-vehicle along a recurring path travelled by the motor- vehicle in assisted- or autonomous-driving based on one or more driver- specific driving speed profiles of the motor-vehicle learnt during one or more previous travels of the same path along which the motor-vehicle is manually driven by the specific driver.
A device for detecting a sparkle effect of a transparent sample arranged in front of an image source, to which also a first polarizer having an optical axis of polarization is associated, wherein the detection device includes an imaging system, and wherein the transparent sample, the first polarizer and the imaging system are arranged along an optical path originated from the image source. The detection device includes a second polarizer, arranged between the transparent sample and the imaging system, having an optical axis of polarization directed at ninety degrees with respect to the optical axis of polarization of the first polarizer.
G02F 1/23 - Devices or arrangements for the control of the intensity, colour, phase, polarisation or direction of light arriving from an independent light source, e.g. switching, gating or modulatingNon-linear optics for the control of the intensity, phase, polarisation or colour for the control of the colour
G02F 1/13 - Devices or arrangements for the control of the intensity, colour, phase, polarisation or direction of light arriving from an independent light source, e.g. switching, gating or modulatingNon-linear optics for the control of the intensity, phase, polarisation or colour based on liquid crystals, e.g. single liquid crystal display cells
G01J 1/42 - Photometry, e.g. photographic exposure meter using electric radiation detectors
G02F 1/1335 - Structural association of cells with optical devices, e.g. polarisers or reflectors
