191results about How to "Improve ride quality" patented technology

The invention discloses an intelligent control method of a driverless vehicle tracking a desired trajectory. The method is characterized by comprising the following steps of: establishing a body coordinate system, and determining the position information of the vehicle; calculating a membership degree function of a road curvature characteristic according to a radian value, and defining a fuzzy rule to calculate a decision output speed; according to the distance the vehicle runs for 1.5-2.5 seconds, searching for the trajectory points larger than the distance and closest to the vehicle in the coordinate sequence of the desired trajectory; calculating the moving curvature of the vehicle according to an adaptive proportion-differential-integral control algorithm formula; and finally judging whether the target point of the current control cycle is the last point selected from the road point sequence; if so, outputting a signal to a brake servo control system to start the brake to slow down the vehicle; otherwise, outputting a voltage signal by a controller local area network module to keep and control the accelerator opening so that the vehicle continues proceeding. Through adoption of the intelligent control method, the driverless vehicle can realize a function of tracking the desired trajectory, and has certain adaptability to the change of the road curvature characteristic.

A steering knuckle has an upper portion and a lower portion. A lower link has an outside end rotatably connected to the lower portion of the steering knuckle and an inside end swingably supported by a vehicle body. A connecting member is rotatably mounted to the upper portion of the steering knuckle. A first axis (Lk) is defined about which the connecting member rotates relative to the upper portion of the steering knuckle. A shock absorber has an upper end pivotally connected to the vehicle body and a lower end connected to the connecting member. An upper link has an inside end pivotally connected to the vehicle body and an outside end pivotally connected to the connecting member. A second axis (Lu) is defined which passes through both the pivoted inside end of the upper link and the pivoted outside end of the same. A tie rod is connected to the steering knuckle to pivot the same about the first axis. The lower link and the upper link are arranged to exhibit a negative camber characteristics upon bounding, and the shock absorber is supported by the connecting member in a manner to pivot about a third axis (Ls). The third axis (Ls) is inclined with respect to a longitudinal axis of the vehicle in such a manner that a lateral distance of the third axis from the longitudinal axis increases as the third axis extends rearward.

In a mounting structure of a power unit for a utility vehicle, the power unit includes an engine and a transmission coupled onto one side of the engine in a vehicular lengthwise direction. A lower end substantially at the center of the engine in a vehicular widthwise direction and a lower end substantially at the center of the transmission in the vehicular widthwise direction are mounted to an upper surface of a chassis frame by a front mounting mechanism with a damper and a rear mounting mechanism with a damper.

The invention discloses an SBW (steer-by-wire) device with a redundancy function and a control method. The SBW device with the redundancy function comprises a road feel simulation actuator, a steeringactuator and an SBW control module, wherein the steering actuator comprises a first gear-rack mechanism, a first rack travel sensor, a first steering motor controller, a first steering motor, a firststeering motor rotor position sensor, a second gear-rack mechanism, a second rack travel sensor, a second steering motor controller, a second steering motor, a second steering motor rotor position sensor and a steering engine. By means of the redundant first steering motor and first steering motor controller as well as the redundant second steering motor and second steering motor controller, theSBW system can still steer normally once a fault occurs, and safety of passengers in a vehicle is guaranteed.

An inverted pendulum type omnidirectional vehicle includes: a pair of wheels; a drive mechanism; a control apparatus; an auxiliary wheel; and a vehicle body. Each of the wheels includes: a rotation member capable of rotating about the wheel axis; a plurality of free rollers which are disposed all around an outer circumference of the rotation member, and each of which is brought into contact with a road surface at a lowest position of the rotation member and is rotatable about a rotation axis diagonal with respect to the wheel axis. The free rollers on both sides in contact with the road surface at ground contact portions each have the rotation axis extending in parallel with the road surface, and are arranged in an orientation in which a distance between the rotation axes of the free rollers is shorter toward a side of the auxiliary wheel.

A suspension device for a work vehicle is capable of not only providing improved ride quality during nonoperational traveling such as on-site movement over uneven terrain, but also ensuring stable driving power during operational traveling such as an excavation operation on uneven terrain. The suspension device 60 has an equalizer bar 61 for coupling undercarriages 4, 4′ provided on both sides, respectively, of a vehicle body 3, the equalizer bar 61 being provided in the vehicle body 3 so as to be freely swingable up and down. This suspension device 60 has pitch angle change cylinders 65 as maximum pitch angle changing mechanism for changing the maximum pitch angle of the equalizer bar 61.

A system and method reduce lateral movement of a car in an elevator system by detecting vibration of the car as a vibration signal. A damping coefficient for a feedback signal is determined according to the vibration signal and a state of the elevator system. A semi-active actuator is arranged between the car and a roller guide assembly. The semi-active actuator includes a rheological fluid, and flow characteristics of the rheological fluid are actuated according to the feedback signal to reduce the lateral movement of the car.

The invention discloses a water-borne epoxy resin-emulsified bitumen micro-surfacing mixture. The micro-surfacing mixture comprises following raw materials by weight: 100 parts of mineral aggregate, 10-15 parts of anionic emulsified bitumen, 0.5-12 parts of a water-borne epoxy resin emulsion and 6-11 parts of water. A preparing method of the micro-surfacing mixture is also disclosed. The method includes preparing the mineral aggregate, mixing the water-borne epoxy resin emulsion and the emulsified bitumen to obtain emulsified bitumen modified with water-borne epoxy resin, adding the water into the prepared mineral aggregate, adding the emulsified bitumen modified with the water-borne epoxy resin, fully stirring and curing, or the method includes preparing the mineral aggregate, adding the water into the prepared mineral aggregate, adding the water-borne epoxy resin emulsion and the emulsified bitumen, fully stirring and curing. The prepared micro-surfacing mixture is good in adhesiveness with stone, good in compatibility with the emulsified bitumen, good in stability, and capable of greatly improving wear resistance, resistance to water damage and rutting resistance of micro-surfacing and prolonging service lifetime of a road surface.

A suspension system (10) for a vehicle for suspending a wheel (1) is disclosed. The suspension system (10) includes a motor (12) for driving the wheel of the vehicle; a first suspension (22) for supporting the wheel (1) of the vehicle with respect to the vehicle body; a second suspension (30) for elastically supporting the motor (12) with respect to the vehicle body; and a power transferring mechanism (14) for transferring power from the motor (12) to the wheel (1) while permitting relative movement of the motor (12) with respect to the wheel (1).

On condition that output of a torque of not lower than a preset reference torque from a motor continues for at least a predetermined time period in a vehicle stop state with output of a corresponding torque from the a second motor based on a detected accelerator opening, a torque command of the second motor is set to decrease the output torque of said motor by a torque decrease rate, which is set according to the corresponding torque and the accelerator opening in the vehicle stop state (initial accelerator opening). After a changeover of a current crowding phase in the second motor, the torque command of said motor is set to increase the output torque of said motor by a torque increase rate, which is set according to the accelerator opening in the vehicle stop state.

The invention discloses an active noise reduction method and system of an automobile. The method comprises: a pressure sensor arranged in an automotive seat detects a position where a person sits in the automobile; microphones arranged at different positions in the automobile collect sound sources in the automobile; a central area of the position where the person sits in the automobile is estimated; and an automotive sound system is turned on and active noise reduction is carried out on the central area of the position where the person sits in the automobile. With the method and system, active noise reduction is carried out by using the automotive sound system and thus the noises of the position where the person sits in the automobile can be reduced effectively, so that the riding quality is improved.

An integrated pneumatic system including a motor, air compressor, air dryer, valves, air lines and electronic controller pneumatically controls both an air springs system and an inflatable air dam assembly, wherein the trim height adjustment of the air springs may be individual or collective, and wherein the trim height adjustment of the air springs and the inflation and deflation of the inflatable air dam assembly may be mutually coordinated with respect to vehicular speed and the duration of vehicular speed ranges.

An elevator cab ceiling (22) includes an upper ceiling panel (26), a lower ceiling panel (28), and a ventilation channel (30) extending between the upper ceiling panel (26) and the lower ceiling panel (28). The ventilation channel (30) extends at an oblique angle relative to the upper ceiling panel (26) and separates space between the upper (26) and lower (28) ceiling panels into an upper cavity (32) and a lower cavity (34). A plurality of partitions (36) are formed within at least one of the upper (32) or lower (34) cavities. In one example, an acoustically resistive element (42) extends at least partially along a portion of the ventilation channel (30). The plurality of partitions (36) and the acoustically resistive element (42) cooperate to reduce noise levels transmitted into an elevator cab (10) via the ventilation channel (30).

A cylindrical fluid-filled vibration-damping device including a rubber elastic body elastically connecting an inner and intermediate cylindrical sleeve having an opening portion defined by ring portions and a connecting portion, and an outer cylindrical sleeve disposed on the intermediate sleeve, thereby forming a primary fluid chamber filled with a fluid inside an recessed portion of the rubber elastic body, an auxiliary fluid chamber filled with the fluid and defined by a diaphragm portion and an orifice passage connecting the primary fluid chamber and auxiliary fluid chamber between itself and the connecting portion. A stopper member disposed on the inner cylindrical sleeve and protruding radially in one direction towards the opening portion of the intermediate cylindrical sleeve, and an elastic body striking portion formed of self-lubricating rubber and having a low coefficient of friction and disposed on an inner circumferential surface side of the outer cylindrical sleeve to be opposite to a tip of the stopper member.

A tuned spring group with load springs, control springs, and a frictional damping arrangement for a railcar truck assembly provides better ride quality, increased resistance to suspension bottoming, and increased hunting threshold speed of a railroad car. Specifically, this tuned damping and suspension arrangement provides a spring group reserve capacity of less than 1.50. Spring assemblies for different car types are tuned such that a reserve ratio less than 1.50 may be achieved. By reducing the spring assembly reserve capacity for a railcar and truck of a standard weight and configuration to less than 1.50, an unexpected result of a decrease in maximum vertical acceleration as the railcar truck assembly approaches a speed of 55 miles per hour is achieved. The decrease in vertical acceleration allows for improved ride quality, increased resistance to suspension bottoming and increased hunting threshold speed of the railcar.

The invention discloses an automobile noise reduction method and system. The automobile noise reduction method comprises the steps of acquiring sound sources in a carriage through microphones arranged at different locations in the carriage; separating human voices from the sound sources; calculating locations of occupants in the automobile according to the acquired human voices by the different microphones; and opening an automobile voice box system for active noise reduction at the locations of the occupants. According to the invention, the automobile voice box system is used for active noise reduction, noises at the locations of the occupants in the carriage are effectively reduced, and the ride quality is improved.

An elevator system includes a roller (16) having a hardness that varies responsive to a magnetic field (20). The roller (16) rolls along a guide rail (28) to maintain a desired orientation of the elevator car (12). In one example, the roller (16) includes a membrane (30) defining a generally annular chamber (36) containing fluid (22) that changes viscosity responsive to changes in the magnetic field (20). The rollers (16) are associated with at least one magnetic field generator (18) that generates a magnetic field (20) of a selected strength. Varying the magnetic field varies the hardness of each roller (16) to control vibrations of the elevator car (12) to improve ride quality.

A hydraulic shock absorber which includes a piston which is slidably fitted into a cylinder and partitions the cylinder into first and second fluid chambers; and a piston rod which is connected to the piston and slidably penetrates through an end wall of the cylinder, wherein the piston rod penetrates through the piston and includes on the outer circumferential surface of the piston rod at least one groove which communicates between the first and second fluid chambers, and the first and second fluid chambers are communicated with each other through the at least one groove.

The invention relates to the technical field of railway maintenance, in particular to a method of polishing steel rails in a switch area. The method includes: acquiring in situ outline data of a first stock rail and outline data of an integrated rail formed by abutting a point rail to a second stock rail; through the outline data acquired in situ, according to a wheel-rail contact geometrical algorithm, calculating the positions of wheel-rail contact points of the first stock rail and the integrated rail; according to the position of the wheel-rail contact point of the integrated rail, based on a rail central line between the first stock rail and the integrated rail, polishing the outline of the first stock rail so that the wheel-rail contact point of the first stock rail and that of the integrated rail, in symmetry about the rail central line. The method has the advantages that the amplitude of S-swing of a locomotive is effectively reduced, the wheel-rail power action is relieved, the quality of a train passing the switch is improved, wear of the point rail is reduced, and the service life of a railway is prolonged.

A shock absorber includes at least one of an expansion-side sensitive unit and a contraction-side sensitive unit. The expansion-side sensitive unit has an expansion-side actuating chamber that communicates with an expansion-side chamber and a contraction-side chamber, and an expansion-side free piston that partitions the expansion-side actuating chamber into a first expansion-side pressure chamber and a second expansion-side pressure chamber. The contraction-side sensitive unit has a contraction-side actuating chamber that communicates with a contraction-side chamber and a reservoir, and a contraction-side free piston that partitions the contraction-side actuating chamber into a first contraction-side pressure chamber and a second contraction-side pressure chamber.

The present flying ski is designed to be towed behind a conventional powered watercraft by a standard ski tow rope or similar device having a handle that can be held by a human rider. In use, the rider is seated on the seat of the flying ski and towed by the watercraft. The improved flying ski comprises an elongate board and a seat that extends generally perpendicular to and upward from the board to support the seated rider's buttocks. The seat preferably includes a flexible C-shaped member for absorbing impacts during use. The rider's legs extend toward the front of the board and are secured by a pair of foot holders that attach to the board. An elongate strut extends downward from the board and couples the seat to a planing blade. The elongate strut is preferably formed with a V-shape wherein the length from the front edge to the back edge of the strut is greater along an upper portion for enhanced structural integrity. The planing blade advantageously has a front blade and a rear blade interconnected by a fuselage. The rear blade may be located above the front blade for avoiding turbulence from the front blade. The present flying ski accommodates a variety of rider skill levels by incorporating a mechanism and system that allows the rider to selectively adjust performance characteristics of the ski. In particular, the rider can control stability, lift and maneuverability characteristics to accommodate the rider's particular skill level and the particular challenge that the rider seeks. The position of the rear blade may be moved forward or backward to change the hydrodynamic characteristics of the flying ski. In addition, the present flying ski includes a detachable back support that allows handicapped riders to enjoy the thrills of using the ski. The present flying ski also provides for quick and easy attachment and detachment of component parts of the ski. This feature allows the ski to be more easily transported when not in use and reduces the risk of accidentally dropping or otherwise damaging the ski.