66results about How to "Improve driving feeling" patented technology

The invention relates to a virtual reality technology-based automobile driving simulation training system. The virtual reality technology-based automobile driving simulation training system includes the following steps that: step 1, data acquisition: construction data and related geographic information of a virtual environment requiring to be established are acquired; step 2, scene modeling: useful information is extracted from related data so as to establish a 3D model of a training field; step 3, visual effect: related data are utilized to realize traffic scenes under different weather conditions, so that emergency-responding ability of a user under different environments can be exercised; step 4, visual simulation: the user puts on a helmet, and a computer is started to generate the virtual environment, and the virtual environment is displayed on a display screen of the helmet, so that the user be personally on a scene; step 5, movement simulation: 3D virtual scenes are generated according to the operation of a driver and road conditions of visual simulation, so that virtual simulation can be realized; step 6, collision detection: collision between automobiles and simulation objects is calculated; and step 7, a hardware system: various kinds of operations of the driver are acquired through the sensor, and corresponding sensory stimulation is transferred to the user.

A vehicle propulsion system and a method of its operation are described. As one example, the vehicle propulsion system includes a plug-in hybrid electric vehicle. The method may include starting the engine responsive to different criteria, including criteria related to potential degradation effects that may occur due to excessive durations of engine off vehicle operation.

A control unit sets a front-end collision risk of a subject vehicle against a front vehicle in accordance with a time headway of the subject vehicle and a margin time to front-end collision of the subject vehicle, and a rear-end collision risk of the subject vehicle by a rear vehicle in accordance with a time headway of the rear vehicle and a margin time to rear-end collision of the subject vehicle, the margin time to rear-end collision having a larger weight than that of the margin time to front-end collision in the front-end collision risk against the front vehicle. Brake control and alarm control are performed in accordance with the front-end collision risk against the front vehicle and the rear-end collision risk by the rear vehicle.

The invention relates to an accelerator pedal and brake pedal-based electrically driven automobile feedback brake control method, which comprises the following steps of: (1) arranging an electrically driven automobile feedback brake control system comprising a vehicle controller, a wheel speed sensor, an accelerator pedal displacement sensor, a pressure regulator, a main cylinder pressure sensor, a front wheel cylinder pressure sensor and a brake pedal switch; (2) judging, by the vehicle controller, braking intention of a driver according to a current operation state of the automobile, dividing brake feedback control into three stages, i.e., an accelerator pedal-based feedback control stage, a brake pedal-based feedback control stage and a control stage of a switching process from accelerator pedal-based feedback to brake pedal-based feedback; and (3) calculating, by the electrically driven automobile feedback brake control system, motor feedback braking force of the three feedback control stages respectively, thereby keeping the vehicle total brake force consistent with the driver brake requirement. The accelerator pedal and brake pedal-based electrically driven automobile feedback brake control method can be widely applied to electrically driven automobile feedback brake control of a pure electric vehicle, a hybrid electric vehicle and the like.

In one example, a method for controlling powertrain operation in a vehicle is provided, the powertrain having an engine and an automatic transmission, the engine having at least an electrically actuated cylinder valve. The method includes changing gears from a first discreet gear ratio to a second discreet gear ratio of the transmission; and increasing engine torque during a torque phase of said gear change by changing operation of the electrically actuated cylinder valve, and decreasing engine torque during an inertia phase of said gear change.

The invention provides a vehicle working mode switching method and a vehicle working mode switching system of a hybrid electric vehicle. The method comprises the steps of receiving a mode switching control signal and a clutch closing control signal sent by a vehicle controller when the vehicle is required to be switched to a parallel mode from a series mode; sending a mode switching in-progress marking signal to the vehicle controller; controlling an ISG motor to work in a rotation speed control mode, and adjusting the speed of the ISG motor by taking the rotation speed of a drive motor as the target; controlling the ISG motor to work in an idle mode; controlling the clutch to be combined; sending a clutch closed state signal to the vehicle controller. The vehicle working mode switching method and the vehicle working mode switching system of the hybrid electric vehicle have the advantages that the technical problems of long interruption time of power and great wear of the clutch in mode switching caused by a fact that rotation speeds of the ISG motor and the drive motor are synchronized through a sliding membrane of the clutch in mode switching of the existing hybrid electric vehicle are solved, and the active speed adjusting process of the ISG motor and the drive motor is added before the clutch is combined, so that the mode switching time is shortened and the smoothness in the process of mode switching is improved.

A method for controlling cycling of an air conditioning compressor coupled to an internal combustion engine interrupts normal cycling based on operation conditions. In addition, normal engaged and disengaged cycling durations are adaptively estimated in real-time. The method of the present invention achieves improved fuel economy and improved drive feel. As an example, improved fuel economy is achieved by engaging the compressor during braking or when the engine is being driven by the vehicle. As another example, improved drive feel is achieved by engaging the compressor during transient conditions when drive feel is unaffected.

The invention relates to an electric vehicle brake intention recognizing method based on states of an accelerator pedal and a brake pedal. The method includes the steps of collecting displacement andspeeds of the brake pedal and the accelerator pedal respectively, obtaining the vehicle speed and battery state of charge (SOC) parameter value in real time, establishing a brake intention recognizingmodel including the acceleration mode, the sliding mode, the regenerative brake mode and the emergency brake mode, defining the displacement threshold value A1 of the accelerator pedal, entering theacceleration mode when the displacement of the accelerator pedal is larger than A1, entering the regenerative brake mode when the displacement of the accelerator pedal is smaller than A1, entering thesliding mode when the displacement and speeds of the accelerator pedal and the brake pedal are zero, defining the brake strength of the brake pedal, entering the regenerative brake mode when the brake strength is smaller than 0.7, otherwise entering the emergency brake mode, extracting feature vectors of the brake pedal after conducting Hilbert-Huang conversion on travel signals of the brake pedal, and recognizing the regenerative brake intention through a cluster recognizing algorithm.

A controller controls a first FET to go on and off based on an input signal of a trigger switch and a push switch and controls a second FET to go on and off based on an input signal of a trigger switch, a push switch, and a operation detection switch. The controller then controls the time that the first FET is on for to be longer than the time the second FET is on for.

A control system in a vehicle in which at least one pair of driving power transmission members are engaged with each other with a slack on a driving power transmission path, comprises an input shaft rotational speed detector for detecting a rotational speed of an input shaft located upstream of engaged portions of the driving power transmission members in a direction in which the driving power is transmitted, a determiner for determining whether or not the driving power transmission members are in a non-contact state at the engaged portions for a period of time based on a change rate of the detected input shaft rotational speed, and a controller for controlling the vehicle to reduce a rotational speed difference between the input shaft and an output shaft located downstream of the engaged portions, when the determiner determines that the driving power transmission members are in the non-contact state.

A managing method for the output power of power system of the car with mixed features that the total output torque on the output axle of speed variator, which is required by the driver, is calculated by the vehicle control unit according to speed and the openness of acceleration pedal, and then is distributed to engine and motor according to the share coefficient of engine.

The invention discloses a control device and method for a wheel type mechanical hydraulic travelling system. Based on a control unit, state quantities including pressure, rotating speed, electric currents, positions and the like are detected, a first magnetic valve, a second magnetic valve and a third magnetic valve are controlled, besides, a damping device is additionally arranged on a pilot oil line, and too big impact during starting and stopping is avoided. An accelerator pedal and running speed are in real-time matching, so that the maneuvering flexibility is improved, and maneuvering comfort and driving feeling are enhanced; the throttling losses when a running control valve is not fully opened are reduced, energy is saved, and the control response speed is increased; control on manual switch and automatic switch under various travelling operating conditions is realized, the trouble that a manipulator frequently adjusts various travelling modes is reduced, and the operation fatigue feeling is reduced; pressure impact during starting and stopping is reduced, and better comfort is achieved.

A driving control method for a hybrid vehicle has state of charge (SOC) ranges including a high SOC range, an intermediate SOC range and a low SOC range, and a plurality of power distribution strategies corresponding to the respective SOC ranges. The driving control method controls the hybrid vehicle using a power distribution strategy corresponding to an SOC range to which a current SOC of the hybrid vehicle belongs. When a speed of the hybrid vehicle is high or low and is outside a predetermined range, boundary values of the intermediate SOC range and the low SOC range among the SOC ranges are increased.

A hybrid vehicle includes an engine, a first motor, a planetary gear mechanism, a second motor, a battery, and an electronic control unit. The electronic control unit is configured to: control the engine, the first motor, and the second motor such that the hybrid vehicle travels using a required driving force; set a target rotation speed on a basis of the depression amount of the accelerator pedal, the vehicle speed, and a shift stage such that the target rotation speed of the engine increases as the depression amount of the accelerator pedal increases; set an upper-limit driving force; and control the engine, the first motor, and the second motor such that the engine operates at the target rotation speed and the smaller driving force of the upper-limit driving force and the required driving force is output to the drive shaft.

A drive control system is provided, which is mounted on a vehicle configured to travel by operation of a driver. The drive control system includes an actuator configured to output a driving force for the vehicle to travel, an output sensor configured to detect a driving force requested by the operation of the driver, and a control device configured to control operation of the actuator based on the requested driving force detected by the output sensor. The control device sets a target output value by adding a given delay time to a requested output value set corresponding to the requested driving force, and controls the actuator so as to output the target output value based on a response characteristic of the actuator.