303results about How to "Improve vehicle performance" patented technology

A vehicle control system includes at least one driver input, a supervisor and at least one sub-system controlled by the supervisor. The supervisor assesses the driver input to establish actual driver demand and controls the sub-systems accordingly. As a result intuitive driver demand is identified and met.

In one example, a first vehicle traveling on a road is provided. The vehicle comprises a communication device coupled in the first vehicle configured to receive information transmitted by a second vehicle traveling on the road, said information identifying road surface conditions experience by said second vehicle; and a controller configured to adjust a vehicle operating parameter of the first vehicle in response to receiving said transmitted information from said second vehicle.

A defensive aids suite for light armored vehicles utilizes four complementary sensor technologies including: visible and infrared optics, radar, acoustics and both laser and millimeter wave detection. Targeting and maneuvering optics are used for long-range threat detection with obscuration grenades and vehicle countermaneuvers being used to avoid a threat. Short range search and track radar is used with explosive or fragmentation grenades selected and launched to intercept and defeat the threat. Acoustic threat detection increases robustness and extends the detection range to include small calibers threats. Detection of active targeting systems by laser and radar warning receivers provides cueing information for targeting optics and fire control systems.

A system (18) for controlling a safety system (44) of an automotive vehicle (10) includes a longitudinal acceleration sensor (36), a vehicle speed sensor (20), a lateral acceleration sensor (32), a yaw rate sensor, and a controller (26). The controller (26) determines a stability index and provides a first observer that determines a reference longitudinal velocity in response to the longitudinal acceleration signal, the yaw rate signal, a pitch attitude and vehicle speed from wheel speed sensors. The controller (26) determines a reference lateral velocity in response to the lateral acceleration signal, the yaw rate signal, a roll attitude, a pitch attitude and vehicle speed from the wheel speed sensors. The controller provides a second observer that determines a second longitudinal velocity in response to the longitudinal acceleration signal, the yaw rate signal, a lateral velocity, the pitch attitude and a first adjustment based on the longitudinal reference velocity. The controller determines a second lateral velocity in response to the lateral acceleration signal, the yaw rate signal, a roll attitude, a pitch attitude and a second adjustment based on the lateral reference velocity. The controller determines an output lateral velocity and an output longitudinal velocity in response to the first observer, second observer and the stability index. The controller controls the safety system in response to the output lateral velocity and the output longitudinal velocity.

An automatic transmission includes a single-pinion first planetary gear, a double-pinion second planetary gear, a single-pinion third planetary gear, a single-pinion fourth planetary gear, clutches C1, C2, C3, and C4, and brakes B1 and B2. First to ninth forward speeds and a reverse speed are established by engaging three of the clutches C1 to C4 and the brakes B1 and B2 and disengaging the remaining three clutches and brakes.

A dual-rate resilient isolator having a plurality of raised, generally conical bumps formed on an engagement surface thereof. The bumps in combination with a main body of the resilient isolator provide a dual-rate for isolating CRFM noise vibration and or other vibrations (via the relatively softer resiliency of the bumps) and isolating road vibration and shock (via the relatively harder resiliency of the main body) even though the bumps and the main body are composed of the same resilient material.

A vehicle body floor structure includes: a floor panel; a floor cross member provided on the floor panel and joined to left and side sills provided on left and right sides of the floor panel; and left and right front floor frames provided on the floor panel and extending from a dashboard cross member to a substantial middle region of the floor panel through a recessed portion of the floor cross member. The left and right front floor frames each have a rear section located rearwardly of the floor cross member, and these rear sections are bent outwardly to be joined to the left and right side sills, respectively. Each of the front floor frames may be provided on the upper surface of a downwardly concaved floor section of the floor panel and extend between the concaved floor section and the floor cross member.

An electronic torque control and distribution system is provided for a hybrid propulsion vehicle. The drive thrust of the hybrid propulsion vehicle is distributed between an electric engine and an internal combustion engine through a transmission system. The transmission system delivers the torque of both engines to the vehicle wheels. The electronic torque control and distribution system is slaved to a control unit, and includes a controller for incorporating a fuzzy logic processor to predict through soft computing techniques the torque contributions of the electric engine and of the internal combustion engine. A sensor estimates the vehicle polluting emissions. The controller and the sensor are both connected to the control unit.

A retractable wheel fairing device for decreasing the aerodynamic drag and/or increasing downforce of a vehicle is described. The device includes a fairing body with a suspension-mounted support system such that the fairing body, when deployed, reciprocates up and downwardly with the corresponding wheel of the vehicle. The suspension-mounted support system is adapted to functionally or physically disengage the wheel fairing device from the suspension of the vehicle upon lifting of the wheel fairing device with a separate retraction system.

In one example, A method for controlling a powertrain of a vehicle with wheels, the vehicle having a pedal actuated by a driver, is described. The method may include generating powertrain torque transmitted to the wheels in a first relation to actuation of the pedal by the driver during a first condition where said transmitted torque causes said wheels to slip relative to a surface; overriding said driver actuated powertrain torque to control said slip; and during a second condition after said first condition where said vehicle is moving less than a threshold, generating powertrain torque transmitted to the wheels in a second relation to actuation of the pedal by the driver, where for a given pedal position, less powertrain torque is transmitted with said second relation compared to said first relation.

One or more scenario parameters can be determined. One or more performance metrics can be determined. A vehicle configuration associated with an autonomously operating vehicle can be determined. The autonomously operating vehicle can be simulated in each of one or more scenarios for each of the one or more scenario parameters, each scenario including the determined one or more scenario parameters, wherein at least one of the one or more scenario parameters for each scenario is different from scenario parameters simulated in other scenarios. For each simulated scenario, the one or more performance metrics associated with the simulated scenario can be determined.

A motorcycle includes a pair of left and right main frames, a fuel tank placed on an upper side of the main frames, an engine suspended on a lower side of the main frames and provided with a cylinder assembly and a crankcase, and a canister that adsorbs an evaporated fuel gas generated in the fuel tank, wherein the canister is arranged inside the main frames in a plan view of the motorcycle and is disposed on a rear side of the cylinder assembly and on an upper side of the crankcase of the engine in a side view of the motorcycle.

An electrical system enhancer for an electrical system; the electrical system including a chemical storage battery; the, enhancer including an array of ultra capacitors arid an intelligent trickle charge circuit; the array of ultra capacitors controllably, switchably, electrically connectable to the chemical, storage battery under the control of the trickle charge circuit. Also disclosed is a method of enhancing performance of a vehicle electrical system by interconnecting a storage battery of the vehicle with an array of ultra capacitors; the array of ultra capacitors controllably, switchably electrically connected to the vehicle electric chemical storage battery by means of an intelligent trickle charge circuit. In a particular preferred form the trickle charge circuit includes a microprocessor programmed to connect and disconnect the chemical storage battery to and from the array of ultra capacitors under pre-defined conditions whilst retaining electrical connection between the battery and the trickle charged circuit.

The invention relates to the technical field of engine emissions and discloses a DPF active regeneration method. The DPF active regeneration method includes an automatic active regeneration mode and a manual active regeneration mode. When the vehicle operating condition can meet DPF automatic active regeneration conditions, a vehicle can automatically conduct DPF active regeneration without user operation; when the vehicle is limited by the operating condition and cannot meet the DPF automatic active regeneration conditions, a user manually controls DPF active regeneration to be started for manual active regeneration in the vehicle idle-speed driving state. By means of the DPF active regeneration method, regeneration of a vehicle-mounted DPF under different operating conditions can be achieved, and the working performance and vehicle performance of an engine are improved. The invention further provides a DPF active regeneration control system capable of achieving the DPF active regeneration method. Active regeneration of the vehicle-mounted DPF under the different operating conditions is achieved.

A vehicle flow-regulating structure includes a surrounding information detection section that is provided on a roof of a vehicle and that detects surrounding information of the vehicle, and a roof visor (a flow-regulating means) that is provided on the roof and that regulates airflow at the surrounding information detection section while the vehicle is travelling.

The invention relates to an integrated driving device for a two-level electric vehicle. The integrated driving device is composed of a driving motor, a transmission and a differential mechanism. The transmission comprises an input shaft and an intermediate shaft. An intermediate shaft gear, a first-level reduction gear, a synchronizer and a second-level reduction gear are sequentially arranged on the intermediate shaft from right to left. A first spline, a second spline, a first-level gear and a second-level gear are sequentially arranged on the input shaft from right to left. An output shaft of the driving motor is connected to the first spline of the input shaft of the transmission. The second spline is fixedly sleeved with a parking gear. The first-level reduction gear is meshed with the first-level gear. The second-level reduction gear is meshed with the second-level gear. The second-level reduction gear and the differential mechanism are integrated. The second-level reduction gear is fixedly arranged on a differential mechanism shell in a sleeving mode and meshed with the intermediate shaft gear. Two axle shaft gears are fixedly into the differential mechanism shell. The axle shaft gears are connected with vehicle axle shaft splines. The integrated driving device has the advantages of being compact in structure and high in integration, and the performance of the electric vehicle is greatly improved.

A front part structure of a vehicle body for efficiently absorbing collision energy acting from the front of the vehicle body is provided. The front part structure of the vehicle body includes right and left front side members extending longitudinally of the vehicle body within an engine compartment separated by a dashboard. A crossmember is attached to the dashboard and extended between the right and left front side members. A floor tunnel extending longitudinally of the vehicle body is joined to a rear end portion of an extension of the crossmember. Collision energy acting from the front of the vehicle body is transmitted from the front side members to the crossmember, and then is transmitted through the extension of the crossmember to the floor tunnel and dispersed throughout the vehicle body.

Method and apparatus for distributing brake torque between at least a first and a second braking device on a motor vehicle having at least two wheel pairs. The first braking device is a friction brake which acts on at least one wheel pair and the second braking device acts on at least one driven wheel pair. The distribution of brake torque between the first braking device and the second braking device takes account of brake torque required and also the maximum brake torque the first braking device and the second braking device can deliver. The distribution of brake torque takes place when the vehicle is driven with a cruise control function.