1815results about How to "Improve ride comfort performance" patented technology

The invention relates to a multi-objective coordination-typed self-adaptive cruise control method for a vehicle, comprising the following steps: 1) according to the detail requirements of the multi-objective coordination-typed self-adaptive cruise control for a vehicle, the performance indicators and I/O restriction of MTC ACC are designed, and multi-objective optimization control problem is established; and 2) MTC ACC control law rolling time domain is used for solving the objective optimal control problem, and the optimal open-loop control quantity is used for carrying out feedback and achieving closed-loop control. Based on the steps, the control method comprises the following four parts of contents: 1. the modeling for the longitudinal dynamics of a traction system; 2. the performance indicators of MTC ACC; 3. the I/O restriction design of MTC ACC; and 4. solution by the MTC ACC control law rolling time domain. By constructing multi-objective optimization problem, the control method not only solves the contradiction among the fuel economy, the track performance and the feeling of the driver, moreover, on the same simulation conditions, compared with the LQ ACC control, the control method simultaneously reduces the fuel consumption and vehicle tracking error of the vehicle, and achieves the multi-objective coordinating control function.

The invention relates to a trajectory tracking control method and a control device for a driverless vehicle. The control method comprises that error of present driving trajectory and a reference trajectory of a vehicle is calculated by a data preprocessor, a target performance indicator function which is corresponding to the present driving model is obtained simultaneously; an upper layer controller predicts driving states of the vehicle over a period of time through a vehicle dynamics model; transition switch is conducted to function parameters according to switching control algorithm, and a performance indicator function at present sampling time is obtained; optimal controlled quantity of present time is calculated by considering performance requirement constraint conditions at the same time according to predicted driving states and the performance indicator function; a lower layer controller calculates throttle opening, braking pedal pressure and steering wheel turning angle according to the optimal controlled quantity; and the control device comprises the data preprocessor, the upper layer controller and the lower layer controller. Compared with the prior art, the trajectory tracking control method and the control device for the driverless vehicle have the advantages of being good in control effect, high in practicability, capable of improving stability and safety of vehicles and the like.

The invention discloses a drive control method for an all-electric car. The drive control method aim at solving the problems that division of working modes during a finished automobile driving running is not considered, a torque compensation function is not considered in the running process of other vehicles except flooring of an accelerator pedal, and united efficiency of a power component is not considered in goal torque setting. The drive control method for the all-electric car comprises the steps of utilizing a finished automobile controller to automatically identify a finished automobile working mode according to current finished automobile acceleration mean values and an acceleration mean square errors, and enabling the finished automobile working mode to be one of a common mode, a power mode and an economic mode; working out an expected torque Treq under the corresponding mode according to a goal working mode control strategy in the finished automobile controller after the working mode identification is finished; restraining and correcting the expected torque Treq according to a power limiting value strategy in the finished automobile controller after the expected torque Treq under the goal working mode is obtained, and if a finished automobile has no major failure at the time, outputting ultimate goal torque commands to a motor.

Provided is a non-pneumatic wheel (100) for a vehicle, and a wheel (100), suspension (200; 200-1), and tire (300) used therein that are capable of ensuring driving stability because there is no air chamber between a wheel (100) and a tire (300) to blowout. They are also capable of ensuring good road holding, preventing standing waves, reducing brake fade and cornering force, providing good handling and ride comfort, staying quiet when rolling, and are economical and environmentally friendly. The non-pneumatic wheel (100) includes a wheel (100), a shock absorbing member (220; 220-1) coupled to an outer periphery of the wheel (100) and absorbing or attenuating noise and vibration due to external shock, a plurality of resilient members (230; 230-1; 230-2) arranged around and coupled to an outer periphery of the shock absorbing member (220; 220-1) in a radial direction and having a plurality of resilient rings (230-1a) that are resiliently deformed in response to an external force, resilient links (240) respectively coupled to the resilient rings (230-1a) to evenly transmit external shock to the resilient rings (230-1a), rail plates (270) to which sliders (261) formed at both ends of the resilient links (240) are slidably coupled, and a tire (300) having a plurality of coupling grooves (321) formed along an inner periphery such that the rail plates (270) are inserted into the coupling grooves (321).

To provide a clutch connection control system capable of shortening a time required for clutch connection, preventing the degradation of riding comfort upon clutch connection, and ensuring good operability. A separation distance, that is, a shift amount of a clutch driven side from a clutch drive side is controlled by a clutch release mechanism driven by a drive motor. A drive side turning speed detecting portion detects a turning speed Nin of the drive side. A driven side turning speed detecting portion detects a turning speed Nout of the driven side. A turning speed difference detecting portion detects a difference Nd between the detected drive side turning speed Nin and driven side turning speed Nout. A rate-of-change detecting portion detects a time-dependent rate of change .DELTA.Nd of the detected turning speed difference Nd. A control portion performs clutch connection at a second speed until an absolute value A (Nd) of the turning speed difference becomes a specific value or less and performs clutch connection at a third speed higher than the second speed after the absolute value A (Nd) of the turning speed difference becomes the specific value or less.

The invention discloses an automatic driving control system and method. The control system comprises a curve synthesis unit, a feedback unit, a controller and an optimization unit, wherein the curve synthesis unit is used for calculating an object speed curve according to a condition inputted by an external system; the feedback unit is used for acquiring state information during the operation process of a train; the controller is used for making a train control instruction according to the object speed curve and the sate information fed back by the feedback unit; and the optimization unit is used for optimizing the control instruction outputted by the controller by use of an instruction optimization strategy and a relation matrix combined and constructed by conditions to obtain an optimized control instruction. According to the invention, through increasing optimization units, multi-target data is obtained, i.e., multiple parameters are obtained, and the object speed curve obtained through calculating by the curve synthesis unit is formed, the control instruction is obtained through combination with the state information which is fed back, and the control instruction is optimized, so that in a specific scene, self-adaptive automatic driving control is realized, the control of a vehicle-mounted controller is facilitated, and the control effects are improved.

This skew-symmetric non-pneumatic tire focuses on the mechanical aspects of the design of the design to solve problems associated with the ride comfort, durability and assembly of a non-pneumatic tire. The tire has a generally cylindrical hub surrounding the axis of rotation and a generally cylindrical outer surface sharing the common axis of rotation; a pair of disk-like side wall members comprising non-buckling webs extending between and mating with their respective hub and outer cylindrical surface; said pair of side wall members have webs sharing a common configuration resulting in an assembly with a skew-symmetric structure with respect to the loading direction; and a tread-band circumscribing the cylindrical outer surfaces of the side walls.

A first link mechanism of a suspension is provided at a rear end portion of a vehicle for connecting a drive wheel to a vehicle body, so that the drive wheel performs vertical movements relative to the vehicle body via the first link mechanism. In addition, a shock absorber is attached to a lower arm of the first link mechanism for resiliently supporting the drive wheel relative to the vehicle body. Furthermore, a second link mechanism is provided on the upper arm and the lower arm of the first link mechanism which performs symmetrically vertical movements relative to the vertical movements of the first link mechanism, and a motor is integrally attached to the second link mechanism, whereby inertia energy resulting from the vertical movements of the drive wheel and inertia energy resulting from the vertical movements of the motor are made to be offset against each other.

The invention discloses a control system for eliminating low-speed shaking of a motor-driven vehicle. The control system comprises a vehicle controller, a motor controller, a motor, an accelerator pedal, a brake pedal and a shaking torque inhibiting module, signals of the accelerator pedal and the brake pedal are input into the vehicle controller, the vehicle controller sends torque control signals to the motor controller according to the signals of the accelerator pedal and the brake pedal, the motor controller controls the motor to output torque to drive the vehicle, the shaking torque inhibiting module collects rotating speed signals of the motor and speed signals of the vehicle and outputs shaking torque inhibiting signals to the motor controller after calculation according to torque output signal sent by the vehicle controller, and the motor controller controls running of the motor according to the torque output signals and the shaking torque inhibiting signals which are superposed. By the control system, shaking of the vehicle in the process of low-speed traveling is reduced from the prospective of motor control, the defects of a conventional shaking eliminating method are overcome, and riding comfortableness of the vehicle is effectively improved.

A vehicular damping control system that executes damping control that suppresses sprung mass vibration in the vehicle by controlling a power source mounted in a vehicle changes the control mode of the damping control according to the operating range of the power source. Changing the control mode of the damping control according to the operating range of the power source enables the vehicular damping control system to improve coordination between the damping control and other control related to the power source, for example, and thus execute appropriate damping control.

The invention relates to an adaptive vehicle following algorithm based on improved model prediction control. The algorithm comprises the steps that 1, a vehicle following model is established, whereina controller of an adaptive cruise control system is divided into an upper-layer controller and a lower-layer controller for control, the upper-layer controller calculates expected acceleration according to received information of a relative distance and a relative velocity and transmits the acceleration to the lower-layer controller, and the lower-layer controller controls throttle opening and brake pressure according to a vehicle inverse longitudinal dynamic model through the acceleration; and 2, an algorithm based on model prediction control is established, wherein an estimator is constructed, a least square method is adopted to fit out a most approximate straight line by use of values of previous moments, values of future moments are estimated, and finally a model prediction algorithmis utilized to calculate optimal expected acceleration. Under an existing model prediction framework, front vehicle acceleration information is collected, the least square method is utilized to fit out the front vehicle acceleration change law, prediction is made, a disturbed value of acceleration is provided for model prediction control, and therefore the effect of improving an optimal solutionis achieved.

The invention relates to a vehicle pavement identification system and a suspension mode switching method and belongs to the field of automobile safety and comfort. A suspension mainly comprises sprung mass, an elastic element, a damper, a linear motor, unsprung mass, an acceleration sensor A, an acceleration sensor B, a displacement sensor A, a displacement sensor B, a current amplifier, an A/D converter, a signal storage unit, an ECU, a power amplifier and a D/A converter. The ECU (14) comprises a signal processing module, an analysis module, a judgment module and a control module, receives displacement signals and acceleration signals, measured by the vehicle sensors, of the sprung mass and the unsprung mass, grades road conditions by combining the vehicle speed and the damping coefficient and meanwhile controls the suspension by combining vehicle working conditions and switching different modes to meet the requirements of safety and comfort. According to the vehicle pavement identification system and the suspension mode switching method, the linear motor is adopted as an actuator, brake energy of the suspension can be recovered under good road conditions for supplying to other systems for using, and energy feedback performance is achieved.

The invention discloses an urban-railway-system train intelligent control method based on driving experience and online study. The method obtains output of a controller through simulation of a driving strategy of an experienced driver, use of real-time data of train operation and reasoning and induction, and uses real-time information and speed-limit information of the trains to reasonably distribute the remaining time of train operation so that a time precision estimation value and a speed estimation value are obtained, and based on an MTDA algorithm of the real-time information, the method uses a train operation limit speed and current position, speed and time to deduct an expectation operation time and an expectation operation speed of train operation. Compared with a simulation result of automatic train operation (ATO) of a Yizhuang line of the Beijing city, the intelligent control method is capable of saving energy and improving on-time performance.

A pressure reduction start distance is obtained (S9) based upon a deceleration after an operation of an automatic brake. When an obstacle-to-vehicle distance between a vehicle and an obstacle ahead becomes a distance obtained by adding the pressure reduction start distance to a target stopping distance to the obstacle ahead, the reduction of the brake pressure is started (S11) to suppress a pitching vibration generated before and after the vehicle stops. When the obstacle-to-vehicle distance becomes a stopping brake start distance that is just before the target stopping distance, the brake pressure is increased (S13) so as to allow the vehicle to stop.

The vehicle device consists of energy collector, pressure stabilizing energy accumulator, liquid motor-generator set, overflow valve, oil tank and rectifying and charging circuit. During the running vehicle bumps, while the vehicle body moves upwards, hydraulic oil in the cylinder with lever is pressurized to flow out via the oil discharge non-return valve, the pressure in the cylinder without level is amller than that in the oil tank and oil flows from the oil tank to the cylinder without lever via its oil inlet non-return valve. Vice versa, while the vehicle body moves downwards, oil flows from the cylinder without lever to the cylinder with lever. By means of the circular course, the liquid motor generator set rotates the generate electricity to drive the motor and charge the accumulator. The present invention converts the vibration energy of vehicle into electric energy for the vehicle to run.

The invention discloses an automatic automobile following system and method for an automatic driving automobile. The system comprises an environment sensing system, a main control system and an automobile following decision system, wherein the environment sensing system detects environmental information of the automobile and transmits an obtained signal to the main control system and the automobile following decision system; and the main control system and the automobile following decision system control the automobile to run according to the information detected by the environment sensing system. According to the system, based on L3-level automatic driving vehicles, in the automatic driving process of the vehicles, whether to cut in the following driving control and when to cut out the following driving control can be intelligently judged according to sensing conditions, and thus driver control is not required, so that the intelligent level of the vehicles is improved.

The invention provides an intelligent decision-making and local trajectory planning method for an autonomous vehicle and a decision-making system thereof. The method comprises the following steps: step 1, sampling a given vehicle current position and a given target position point according to road information; step 2, simplifying trajectory calculation through a Frenet coordinate system, interpolating a path corresponding to a future traversal trajectory of the vehicle by using a polynomial, and solving a trajectory set through an initial state and a target state of the vehicle; step 3, carrying out cost evaluation on the track set, performing sorting according to a minimum principle, and sequentially checking whether constraint conditions are met or not according to a sorting result until an optimal track meeting the constraint conditions at the same time is determined; and step 4, after the optimal track is obtained, issuing a driving command for vehicle motion control. According to the method, the complex nonlinear trajectory planning problem is simplified, the trajectory planning difficulty is reduced, a smooth and smooth trajectory is planned, and the vehicle can run more stably.

The invention relates to a shock absorber device provided with shunt-wound inertial container and damping and being capable of adjusting an inertial container coefficient. The shock absorber device comprises a traditional damping shock absorber working cylinder and a hydraulic motor, wherein the damping shock absorber working cylinder is provided with a piston and a piston rod; the piston divides a hydraulic cylinder into an upper cavity and a lower cavity; a general pass valve is fixed on the piston; small holes are formed in the upper wall and the lower wall with the damping stiffness; and the two ends of the hydraulic motor are respectively connected with the upper cavity and the lower cavity of the shock absorber with the holes in the wall through a high-pressure hose pipe and a speed adjusting valve. When an external force from a vehicle body and the ground surface is applied to the piston rod in the axial direction of the shock absorber, the piston performs linear movement with respect to the cylinder body, the upper cavity and the lower cavity of the shock absorber form a pressure difference, the flow quantity of oil liquid flowing into the upper cavity from the lower cavity through the general pass valve can be changed along with the change of the pressure difference, and the flow quantity of the oil liquid flowing into the hydraulic motor remains constant through the speed adjusting valve, so that the damping effect is obtained, and the characteristic that the inertial container coefficient of the inertial container can be adjusted is realized. The shock absorber device is compact in structure and flexible to arrange.

The invention provides a train speed automatic control method based on PID and a filtering algorithm. The method includes the steps of obtaining the current running target speed and actual speed of atrain, calculating speed tracking errors, calculating error deviation and updating the state amount of an error deviation differential filter, calculating a PID control amount and updating the state amount of a PID controller in the integral process, adjusting the PID control amount, modifying the adjusted PID control amount, updating the modified PID control amount, converting the updated PID control amount into corresponding control force and modifying the control force, and outputting the modified control force to the train. In combination with the advantages of the filtering algorithm anda PID control algorithm, deviation modification is conducted on the speed tracking errors, the speed tracking errors in the train driving process are reduced, the train is more precisely controlled, it is ensured that the train can more smoothly and stably run, and the sitting comfort degree is improved.