145results about How to "Ensure handling stability" patented technology

The invention discloses a train active suspension system fault diagnosis and fault-tolerant control device and a train active suspension system fault diagnosis and fault-tolerant control method based on a dynamic actuator, and belongs to the technical field of automatic control. The train active suspension system fault diagnosis and fault-tolerant control device based on the dynamic actuator comprises a dynamic actuator fault injection module, a platform control module, a fault diagnosis module, a real-time monitoring module and a data acquiring module; and the dynamic actuator adopts an electromagnetic actuator. By the online parameter estimation and adaptive robust fault-tolerant control method based on the dynamic actuator, limitation of the traditional fault diagnosis device under the condition that outside disturbance exists and faults of a plurality of actuators occur synchronously is avoided. The train active suspension system fault diagnosis and fault-tolerant control device and the train active suspension system fault diagnosis and fault-tolerant control method based on the dynamic actuator are easy to operate and high in implementability, and can be used for verifying feasibility on fault diagnosis and state monitoring of a train active suspension system actuating mechanism.

The invention discloses an electro-hydraulic composite body stability control system and method for an electric wheeled vehicle. The control method is applied to a distributed drive electric wheeled vehicle with a hydraulic braking system. A vehicle control unit processes the information collected by each sensor to obtain vehicle speed information, corresponding wheel cylinder pressure, steering wheel angle, slip rate, lateral acceleration and yaw rate information; then according to the collected and processed information and the estimated information, by adopting a hierarchical control algorithm, adaptive sliding mode control based on a neural network and a genetic algorithm is used as upper control to calculate the additional yaw moment needed to maintain stability, the lower level control adopts an optimal allocation algorithm based on the minimum tire utilization ratio to allocate to two sets of four-wheel actuators, and finally the two sets of actuators perform corresponding actions on the wheels to improve the vehicle body stability.

The invention discloses an electric car chassis assembly capable of achieving four-wheel wheel-side-motor drive and four-wheel independent turning. The electric car chassis assembly comprises a frame, turning motors, turning support arms, turning racks, drive motors, turning standing columns, spring damper assemblies and guide mechanisms, wherein the turning motors are fixed on the frame, the turning support arms can rotate around the output shafts of the turning motors, the turning racks can rotate along with the turning support arms, hubs are rotatably connected to the turning standing columns, the spring damper assemblies are arranged between the turning support arms and the turning standing columns and used for supporting and damping the turning support arms, and the guide mechanisms are used for guiding the movements of the spring damper assemblies. The electric car chassis assembly has the advantages that the wheel-side motors are used to drive an electric car to turn, the wheel-side motors are designed into sprung mass, the running smoothness and power performance of the electric car are increased, and the drive torque among different wheels can be reasonably distributed due to the fact that the wheel-side motors are used to control the drive torque of the drive four wheels.

The invention provides a method and a system for controlling torque of a four-wheel-drive vehicle. The method comprises: preliminarily distributing torque, receiving a driver operation behavior to determine total demanded torque, distributing the total demanded torque to first shaft demanded torque and second shaft demanded torque; performing active intervention processing on the torque, receiving current state signals of a vehicle, adjusting the first shaft demanded torque and the second shaft demanded torque, and determining upper limit values of the adjusted first shaft demanded torque and the adjusted second shaft demanded torque; and a vehicle electronic stability system performing intervention processing, when a torque variation signal of a first shaft, output by the vehicle electronic stability system, is received, performing transferring and arbitration processing on the torque, to obtain a first shaft final demanded torque and a second shaft final demanded torque. The method and the system for controlling torque satisfy dynamic property requirement of the driver to the greatest extent on the basis of ensuring optimal vehicle fuel economy, vehicle security, and handling stability.

The invention discloses a four-wheel drive vehicle-based moment of force distribution control system. The four-wheel drive vehicle-based moment of force distribution control system comprises an ECU (Electronic Control Unit), wheel rotating speed sensors, a steering wheel rotating angle sensor, a vehicle body speed sensor, a hydraulic control brake, a yaw velocity sensor and an inter-axis electric control limited slip differential, wherein all of the wheel rotating speed sensors, the vehicle body speed sensor, the yaw velocity sensor and the steering wheel rotating angle sensor are connected with the input end of the ECU; both the inter-axis electric control limited slip differential and the hydraulic control brake are connected with the output end of the ECU. According to the four-wheel drive vehicle-based moment of force distribution control system, a vehicle shows high dynamic performance and operating stability after moment of force distribution comprehensive control and inter-axis moment of force distribution control are applied to the vehicle, so that the four-wheel drive vehicle-based moment of force distribution control system has high practicability in the application of improving the traction trafficability, the directional stability or the steering maneuverability of the vehicle.

The invention discloses a Backstepping-based hydraulic type active suspension control method in the technical field of control of vibration isolation for automobiles, which is aimed at solving the problems of the traditional hydraulic type active suspension control method. The Backstepping-based hydraulic type active suspension control method comprises the following steps of: modeling an active suspension system model; seeking a state feedback controller for the active suspension system model selected in the step 1; obtaining the control law of the active suspension system based on a Backstepping technology; and calculating the bounds which interfere an inhibitory level and allow interference input energy. According to the Backstepping-based hydraulic type active suspension control method, the nonlinearity of an executing mechanism is effectively processed, and the comfort for riding a vehicle is enhanced on the premise of ensuring control stability.

The invention aims at providing a pneumatic tire which can ensure operation stability and can well display effect of reducing rolling resistance and effect of improving braking performance in wet lands. The solutions are as follows: a pneumatic tire has a tread rubber (10) provided in an outer side of a carcass layer (7) in a tread portion (12). The tread rubber (10) has a cap portion (12) which is formed by a non-conductive rubber and constructs a ground-contacting surface, a base portion (11) which is provided in an inner side in the tire diametrical direction of the cap portion (12), and a conductive portion (13) which is formed by a conductive rubber and extends in a thickness direction (TD) of the tread rubber (10) so as to reach a bottom surface of the tread rubber (10) from the ground-contacting surface. A thickness of the conductive portion (13) is made relatively large in a center portion in the thickness direction (TD) of the tread rubber (10), and the thickness of the conductive portion (13) is made relatively small in both end portions in the thickness direction (TD) of the tread rubber (10).

The invention discloses a commercial vehicle with a four-wheel steering function. The commercial vehicle comprises a rear steering axle and a rear wheel steering controller, wherein the rear steering axle comprises a rear wheel steering driving axle and a rear wheel steering returning mechanism; the rear wheel steering driving axle comprises an axle body, a left steering knuckle and a right steering knuckle, two steering knuckle arms, two tie rod arms as well as a rear steering tie rod, wherein the left steering knuckle and the right steering knuckle are positioned at the two ends of the axle body, respectively; the two tie rod arms are fixed on the left steering knuckle and the right steering knuckle, respectively; the rear steering tie rod is used for connecting the two tie rod arms; the rear wheel steering returning mechanism comprises a hydraulic returning cylinder as well as a motor, a rear wheel steering gear, a steering pitman arm and a rear wheel steering track rod, wherein the motor, the rear wheel steering gear, the steering pitman arm and the rear wheel steering track rod are connected with each other in sequence; one steering knuckle arm is connected with the rear wheel steering track rod to drive the rear wheel to steer; the other steering knuckle arm is connected with a piston rod of the hydraulic returnable cylinder; and the rear wheel steering controller is electrically connected with the motor and also electrically connected with a hydraulic electromagnetic valve of a hydraulic source of the rear wheel steering gear. According to the commercial vehicle with the four-wheel steering function, disclosed by the invention, four-wheel steering is realized and the maneuvering ability and handling stability are also improved.

The invention discloses a chassis with a four-wheel steering function. The chassis comprises a rear steering axle. The rear steering axle comprises a rear wheel steering drive axle and a rear wheel steering reversal mechanism. The rear wheel steering drive axle comprises an axle body, a left steering knuckle, a right steering knuckle, two steering knuckle arms, two trapezoid arms and a rear steering tie rod. The left steering knuckle and the right steering knuckle are arranged at the two ends of the axle body respectively. The two steering knuckle arms are fixed to the left steering knuckle and the right steering knuckle respectively. The two trapezoid arms are fixed to the left steering knuckle and the right steering knuckle respectively. The rear steering tie rod is connected with the two trapezoid arms. The left steering knuckle and the right steering knuckle are fixedly connected with hubs of two rear wheels respectively. The rear wheel steering reversal mechanism comprises a hydraulic reversal cylinder, a motor, a rear wheel steering machine, a steering rocker arm and a rear wheel steering pull rod. The motor, the rear wheel steering machine, the steering rocker arm and the rear wheel steering pull rod are sequentially connected. The steering knuckle arm connected with the rear wheel steering pull rod moves to drive the rear wheels to steer, and the other steering knuckle arm is connected with a piston rod of the hydraulic reversal cylinder. The chassis achieves the four-wheel steering function of a commercial vehicle and meanwhile is simple in structure and small in control difficulty.

The invention provides an intelligent vehicle track lane changing planning method, which comprises the steps of acquiring road information, and fitting a current lane center line equation according tothe road information; judging the road shape according to the current lane center line equation, wherein the road shape comprises a straight road and a curved road, and the curved road comprises a fixed-curvature road and a variable-curvature road; determining the maximum lateral acceleration amax and lane changing time te in the lane changing process according to the road shape, the running state of the vehicle and obstacle information; inputting the lane changing time te, the running state of the vehicle and the obstacle information into a preset safe distance model, and judging whether a lane changing condition is met or not; and if so, planning a lane changing track according to the road shape and the lane changing time te. The track planning method provided by the invention meets thedynamics requirements of the vehicle, can guarantee the operation stability and the driving safety in the lane changing process, is suitable for various road shapes, and is higher in applicability.

The invention discloses a stability and energy-saving control system for a distributed drive electric automobile, and belongs to the technical field of control. The stability and energy-saving controlsystem for the distributed drive electric automobile aims to achieve the purposes of improving operation stability of the distributed drive electric automobile and reducing energy consumption by a master-slave control structure and vehicle dynamic control. The system is divided into a driving layer and a driven layer, the driving layer comprises a vehicle reference state module and a vehicle operation stability controller. The stability and energy-saving control system for the distributed drive electric automobile is based on the master-slave structure, the operation stability control and theenergy-saving control of the automobile can be combined, the energy consumption is reduced as much as possible on the premise of ensuring the operation stability of the automobile, and the influenceon the power performance of the automobile is reduced. The operation stability controller actively adjusts the front wheel steering angle of the automobile, independent control over the yaw velocity and the mass center yaw angle of the automobile is realized to a certain extent, and the maneuverability and the stability of the automobile are improved.

The invention discloses a chassis system of an electric wheel automobile and an optimization method of the chassis system. The chassis system comprises a differential steering module, a differential brake module and an active suspension module. The differential steering module comprises a steering wheel torque angle sensor, a gear-rack steering gear, two hub motors, a vehicle speed sensor, two wheel speed sensors, a yaw velocity sensor and a differential steering control ECU. The active suspension module comprises an elastic element, a damping element, a force generator and a guiding mechanism. The differential brake module comprises a brake pedal position sensor and a differential brake control ECU. Under a steering / braking working condition, the chassis system is optimized based on an NSGA-II algorithm with the steering road sense, the steering sensitivity and the suspension smoothness as performance indexes and parameters of the three modules of the chassis system as optimization variables, so that the automobile smoothness is guaranteed while the good steering road sense and steering sensitivity are obtained by the system, and accordingly the overall comprehensive performance of the chassis system of the electric wheel automobile is improved.

Provided is a pneumatic tire which has a reduced weight, reduced rolling resistance, and improved anti-separation performance, which are achieved while driving stability is maintained satisfactorily. This pneumatic tire is configured in such a manner that two carcass layers including carcass cords are provided across a pair of bead sections, a bead core and a bead filler are disposed in each of the bead sections, and at least two belt layers are disposed on the outer peripheral side of the carcass layers. The pneumatic tire is characterized by being configured in such a manner that both ends of the inner peripheral carcass layer are turned back from the inside to the outside of the tire around the bead cores while the ends of the turned back sections of the inner peripheral carcass layer are disposed between the inner peripheral belt layer and the body of the inner peripheral carcass layer, and also in such a manner that both ends of the outer peripheral carcass layer are disposed on the outside, in the widthwise direction of the tire, of the turned back sections of the inner peripheral carcass layer, are extended to positions which overlap at least the bead fillers, and are terminated at the bead sections without being turned back around the bead cores.

The invention provides a universal wire-controlled chassis for an unmanned vehicle, which adopts wire-controlled driving, braking and steering, and integrates mechanical and electronic control packaging of the chassis, has a plug-and-play function, and has the characteristics of generalization and platform. The universal wire-controlled includes a frame, a drive system mounted on the frame, a steering system and an electrical circuit system, a body enclosed on the frame, and wheels connected to the body through a suspension system. The servo motor provides driving torque and braking torque tothe wheels as driving wheels, and the parking brake is realized by the brake lock inside the servo motor. The steering system provides steering torque to the wheels as steering wheels by an electric motor. The circuit system includes a power supply and a vehicle controller. The power supply supplies power to the vehicle controller and the motors in the drive system and steering system; The whole vehicle controller is used for receiving the driving instruction, the braking instruction and the steering instruction of the upper computer.

The invention discloses a motor type active stable rod control system. The system comprises a transverse acceleration sensor (1), a roll velocity sensor (2), a wheel speed sensor (3), a steering angle sensor (4), a dip angle sensor (5), a yaw velocity sensor (6), an ECU control unit (7), a driving circuit (8) and an executing mechanism (9). The ECU control unit (7) is electrically connected with the executing mechanism (9) through the driving circuit (8), and the transverse acceleration sensor (1), the roll velocity sensor (2), the wheel speed sensor (3), the steering angle sensor (4), the dip angle sensor (5) and the yaw velocity sensor (6) are electrically connected with the ECU control unit (7). The motor type active stable rod control system can select reasonable work modes according to different running conditions of a vehicle, a required rolling moment resistant torque value is adjusted in real time, and rolling of a vehicle body is effectively inhibited.

The present invention provides a pneumatic tyre capable of evenly improving steering stability on a dry roadway and performance on snow. The pneumatic tyre (1) is provided with a pair of tyre shoulder main channels (3) and a center main channel (4) at a tyre surface part (2), so as to obtain a pair of tyre shoulder land parts (7) and a pair of center land parts (8). The ratio W1 / W2 of the width W1 of the tyre shoulder land part (7) and the width W2 of the center land part (8) is 1.2-1.6. The center land parts (8) are provided with a plurality of center shallow channels (12) which extend obliquely relative to the axial direction of the tyre from the tyre shoulder main channels (3) and form terminals in the center land parts (8). The tyre shoulder land parts (7) are provided with, at the side of the tyre shoulder main channels (3), tyre shoulder accessory channels (28) which have the channel width less than the channel width of the tyre shoulder main channels (3) and extend continuously along the circumferential direction of the tyre.

The structure has a cowl top (9) including lower wall portion (13) that is joined to upper portion of the dash panel for dividing engine compartment (1). The cowl top is bent from a front wall portion, and is formed in lower end of vacant room. A strut tower is formed along right-and left sides of inner wall of engine compartment of vehicle. A connection bracket is formed by welding flange of side wall of the housing portion and front-wall portion of cowl top. A bead (18) is formed in an area without interruption, and is configured to tie position facing right and left strut tower.

The invention relates to an automobile suspension system, and a control system and method of the automobile suspension system and belongs to the technical field of automobile suspension. The automobile suspension system comprises a lower swing arm, a shock absorber assembling component, an upper swing arm and a wheel assembling component. According to the automobile suspension system, the equivalent stiffness of suspension springs is adjusted according to signals collected by a sensor, and the manipulation stability and traveling comfort of an automobile are fully combined; the height of an automobile chassis is adjusted appropriately, and the traveling passing ability of the automobile is improved; a rotary type stepping motor of the suspension system further has the effect similar to a force generator in an active suspension system and can provide reacting force counteracting impact of wheels for the suspension system through forward rotation or reverse rotation; and a limiting nut and a piston rod thread constitute a lead screw nut structure, so that the self-locking function is achieved, thus, electric energy is consumed only when the rotary type stepping motor rotate forwardsor reversely, and the energy saving effect of the automobile suspension system is better than that of the active suspension system.

A pneumatic tire includes a tread, sidewalls, clinches, beads, a carcass, and strips. Each bead includes a core, a first apex and a second apex; the carcass includes a carcass ply which is turned up around the core from the axially inner side toward the outer side, such that it is divided into a main and a turn-up portion; each strip has a radially inner edge positioned between the main and turn-up portions; the second apex is positioned between the turn-up portion and each clinch; each strip has an outer edge in the radial direction positioned to correspond to or on inner side of the point of the tire maximum width; the second apex has an outer edge which is radially inner than the outer edge of each strip, and includes crosslinked rubber having a complex elastic modulus in a range of from 60 to 70 MPa.

Pneumatic tire (1) with carcass (6) and sidewall rubbers (3G), wherein the sidewall rubber (3G) includes an inner layer (10) and an outer layer (11); the outer layer (11) has a complex elastic modulus E* higher than the inner layer (10) and a thickness that is (to) which is gradually increased from the maximum width position (Pm) towards the radially inner end; the inner layer (10) has a loss tangent tan ´ lower than that of the outer layer (11) and a thickness (ti) which is gradually reduced from the maximum width position (Pm) towards the radially inner end and gradually increased from this point to the radially outer end.

The invention discloses a tyre tread pattern structure for an engine driven two-wheel vehicle. The structure consists of a plurality of pattern units which are arranged in a symmetrically staggered mode along the equatorial surfaces of tyres. Each pattern unit comprises a main pattern ditch and an auxiliary pattern ditch; each main pattern ditch consists of a first main pattern ditch close to the equatorial surface, a third main pattern ditch close to the tyre shoulder and a second main pattern ditch connected with the first main pattern ditch and the third main pattern ditch; each auxiliary pattern ditch consists of a first auxiliary pattern ditch away from the first main pattern ditch, a third auxiliary pattern ditch close to the tyre shoulder and a second auxiliary pattern ditch connected with the first auxiliary pattern ditch and the third auxiliary pattern ditch; and each main pattern ditch and the corresponding auxiliary pattern ditches are obliquely formed in a variable-angle mode in the axial direction from a position close to the equatorial surface to the tyre shoulder, the widths of the front ends and the tail ends of the pattern ditches are arranged by adopting a decrement way, and expansion grooves are additionally formed in the front ends and the tail ends of the main pattern ditches and the auxiliary pattern ditches. The manipulation performance and the ground grasping performance are achieved when the engine driven two-wheel vehicle runs on the dry and wet ground.

The invention provides an intelligent electronic control air suspension system for a commercial vehicle. The intelligent electronic control air suspension system is composed of an integrated ECU, an air compressor, a three-in-one sensor, a rigidity-variable air spring, an air supply pipeline, a wiring harness, a key, an air storage tank, a pressure sensor and the like. The height, air pressure andtemperature of the air bag are monitored in real time through the three-in-one sensor. By comparing the height of the air bag with the storage height in the system and combining the current vehicle state and road conditions, inflation and deflation of the air bag are controlled to achieve adjustment of various vehicle body heights. Rigidity adjustment of the air bag is achieved through on-off ofa built-in electromagnetic valve of the air bag, the phenomena of side tilting and nodding during turning and braking are avoided, and both vehicle driving comfort and control stability are achieved.The axle load of the vehicle is accurately calculated through the air pressure value of the air bag, overload alarm is conducted, and the overload problem of the commercial vehicle is better avoided.The temperature of the air bag is monitored in real time, the health degree of the air bag is simulated, and intelligent service is provided for the air suspension.

The invention relates to a power semitrailer driving control method, a control device, a medium and a power semitrailer system. The power semitrailer driving control method comprises the steps of obtaining the steering wheel rotating angle of a tractor connected with a power semitrailer at the current moment, the real-time speed of the power semitrailer and the real-time included angle between thetractor and the power semitrailer; determining a critical included angle corresponding to the current moment according to the real-time vehicle speed and the steering wheel angle; and if the absolutevalue of the real-time included angle is greater than the critical included angle corresponding to the current moment, reducing the output torque of a driving wheel of the power semitrailer. According to the invention, the driving safety of the traction type vehicle can be improved, and the operation stability of the whole vehicle is ensured at the same time.

The invention relates to the technical field of electric vehicles, in particular to a suspension mechanism provided with a hub motor. The suspension mechanism comprises a slide column, a steering knuckle, a brake caliper, a brake disc, a ball assembly, a control arm and the hub motor. The brake caliper is fixed connected to a shell of the hub motor through a thread. The brake disc is arranged on a bearing unit of the hub motor. The steering knuckle is used as a wheel edge bracket, is of a C shape and is fastened to the shell of the hub motor through four inner threaded holes in the middle of the steering knuckle and bolts. The upper end of the steering knuckle is clamped to the slide column through a bolt, and the lower end of the steering knuckle is fixedly connected a shell of the ball assembly through a three-point internal thread. A ball pin of the ball assembly is in interference fit with the control arm through a conical surface. The threaded part in the ball pin is fastened to the control arm through a nut. By adoption of the suspension mechanism, the problem that the wheel edge arrangement space is tight is solved, strength and rigidity of the shell of the hub motor can be ensured, the effect that the ball assembly is arranged close to the central face of a tire can be achieved, and by setting reasonable master pin geometrical parameters, the control stability of a vehicle can be ensured.

The invention provides an inflation tyre which can maintain the stability on a drying ground while improving the performance on the snow. The surface of the inflation tyre is provided with a pair of tyre shoulder main groove (3) and a central groove (4); a central landing part (10) is obtained through dividing the central groove (4) and the tyre shoulder main grooves on the two sides of the tyre equator; a plurality of middle transverse grooves (11) are positioned in the middle terrene (10); a plurality of middle transverse grooves (11) extending in the inclination manner relative to the tyre axial direction; the middle transverse groove (11) has an external end communicating with the tyre shoulder main groove, and an internal end formed in the middle part of the middle terran part. The groove width of the outer end (12) increases gradually towards the outward of the tyre axial direction; and a middle drawing rib with the bottom of the groove being raised is arranged on the external

The invention relates to an active suspension system based on stack type self-coding and a working method thereof. The active suspension system based on stack type self-coding comprises a control unitand signal collecting units arranged on four wheels correspondingly. Each signal collecting unit comprises a vehicle body acceleration sensor, a wheel acceleration sensor, a wheel speed sensor, an air spring and a magneto-rheological shock absorber. The controller is connected with the four signal collecting units. According to the active suspension system based on stack type self-coding, a stacktype self-coder is used for recognizing a vehicle driving mode, and the modes of the air springs of a vehicle and the modes of the magneto-rheological shock absorbers are selected; the optimal adjusting factor is found out according to road conditions, and the smoothness and control stability of the vehicle are ensured; and energy is saved, and meanwhile the optimal control effect is realized.

A pneumatic tire in the invention can maintain operation stability on a dry road surface and improve running performance on an icy and snow road. The pneumatic tire forms a tire crown land part (5) between the tire crown circumferential trenches (3, 3) via disposing of a plurality of tire crown circumferential trenches (3) continuously extending along the circumference of a tire on a tread part (2). The tire crown land part (5) is provided with a land part edge (9) along the circumferential trenches of the tire crown land part (5). A plurality of cutter groove pattern groups (13) are disposed at the circumference of the tire, each cutter groove pattern group 13 comprises more than three cutter groove patterns (12) inclining and extending from a land part edge (9a) at one side in the same direction at an angle of 10-80 degrees relative to the axial direction of the tire, and forming ends in the tire crown land part (5). An angle of the cutter groove pattern group (13) gradually increases from a cutter groove pattern (12s) disposed at one side of the circumference of the tire to a cutter groove pattern (12t) disposed at the other side, and an end position (12e) of the cutter groove pattern (12) is close to a land part edge (9b) at the other side of the land part.