37results about How to "Lighten the manipulation burden" patented technology

The invention relates to a maneuverability improving and controlling method based on a distributively driven electric vehicle. The method includes steps: acquisition of an ideal differential power-assisted steering curve, namely acquiring the differential power-assisted steering curve according to a longitudinal vehicle speed and a steering wheel torque; calculation of a reference yaw velocity, namely calculating an ideal yaw velocity target value according to a steering wheel turn angle and vehicular running parameters, and taking the calculated ideal yaw velocity target value as the reference yaw velocity; calculation of an additional yaw torque, namely tracking the calculated reference yaw velocity in real time, calculating the additional yaw torque through feedforward control and feedback control; longitudinal force distribution, namely distributing driving torques of front-axle left and right wheels and rear-axle left and right wheels according to the ideal differential power-assisted steering curve and the additional yaw torque. Compared with the prior art, the method has the advantages that overall yaw velocity response is improved while operating burden is relieved for a driver, and accordingly maneuverability of the whole vehicle is effectively improved.

The invention discloses a distributed driving electric automobile torque vector control method based on double-layer control. The control method comprises the following steps: establishing a vehicle dynamic model, and calculating a tire slip rate by utilizing a Dugoff tire model; establishing a torque distribution controller based on the vehicle dynamic model and the Dugoff tire model, wherein thetorque distribution controller comprises an upper controller and a lower controller; calculating the current drive torque of each driving wheel of the vehicle by the upper controller according to body yawing angular velocity; calculating a compensating torque needed for remaining an ideal slip rate of each driving wheel by the lower controller according to the ideal slip rate of each driving wheel serving as a control objective, and further performing compensation distribution on the driving torque, so that an actual torque is output to the driving wheel, and torque vector control is completed. According to the control method disclosed by the invention, the automobile torque can be effectively subjected to vector distribution, the vehicle driving stability and smoothness are improved, theoperating burden of the driver is obviously decreased, and the driving safety is improved.

The invention belongs to the technical field of flying control, and particularly relates to an aerial oil receiving guide control method based on machine vision. The method aims at an airplane with oil adding and oil receiving functions so as to broaden the range of fighting and improve the possibility of successful recovery. The method is characterized in that the key point for realizing aerial oil adding is that the relative position between an oil adding cone tube and an oil receiving plane is accurately measured and effective guide and control are carried out on the oil receiving plane. As for a vision guide system, two main components of vision navigation and guide control can be divided. Supposed the oil adding plane flies at the set height at a constant speed and in a straight line, an auxiliary optical marker is arranged on the oil adding cone tube of the oil adding plane, a camera is arranged on the oil receiving plane, the position and the gesture of the oil adding cone tube can be measured in real time by adopting the vision measurement technology, a proper flight control rate is designed to guide the oil receiving plane, and oil adding and docking can be finished. According to the aerial refueling guide control method based on machine vision, the method is suitable for features of the oil receiving task, the operation burdens of a pilot during the oil receiving task process are reduced, and the success rate of the oil receiving task can be greatly improved.

The invention relates to a steering redundancy and integrated control system and method of a four-wheel independent driving electric automobile. The control method comprises the steps that a differential action power reference curve is determined by an automobile controller according to the steering wheel hand power demands of a driver; an electric power steering module obtains a power torque command according to the measured steering wheel rotating angle data and sends the power torque command to an EPS (Electronic Power Steering, electronic power steering system); a differential action powersteering module utilizes the differential action power reference curve to obtain a front axle differential action torque of the electric automobile according to the measured data; a reference yaw angle velocity is obtained according to the measured automobile practical yaw angle velocity, the steering wheel rotating angle and the automobile speed data, and accordingly the additive yawing moment is obtained; and the automobile controller utilizes the front axle differential action torque and the additive yawing moment to obtain a four-wheel driving motor target output torque. Compared with theprior art, the steering redundancy and integrated control system and method have the advantages that the individualized demands of the driver can be met, the driving safety of the automobile is improved, and the manipulation burden of the driver is relieved.

The invention belongs to the technology of civil airplane engine operation system design and relates to a structure for using a single throttle lever for comprehensively controlling an engine and a propeller of a civil turbo-propeller airplane. The method is characterized in that one throttle lever is used for comprehensively controlling the power of the engine and the propeller; the angle of the throttle lever is transmitted to an electronic controller of the engine through an angle sensor; according to the angle of the throttle lever and a preset control law, a power instruction of the engine and a control instruction of the propeller are determined; the electronic controller of the engine controls the oil supply amount according to the power control instruction of the engine; the control instruction of the propeller is transmitted to an electronic controller of the propeller through a bus; and the electronic controller of the propeller determines a control law, the rotation speed and the propeller blade angle of the propeller according to the instruction. By the adoption of the method, throttle operation of a traditional turbo-propeller airplane is effectively simplified, the engine and the propeller are comprehensively controlled through the single throttle lever, throttle control and operation are simplified, and the flight safety is improved.

The invention discloses a strong-robustness full-envelope integrated control method for a tilt-rotor unmanned aerial vehicle. The method can achieve unified control of a single controller for a full-flight envelope on the basis of INDI control in combination with envelope protection, hierarchical control distribution and height and attitude integrated control. The control method is characterized in that a problem of control quality reduction caused by the nonlinear time-varying characteristic of the tilt-rotor unmanned aerial vehicle can be effectively solved, and accurate control over the height and attitude of the tilt-rotor unmanned aerial vehicle is achieved. The control method is advantaged in that dependence of controller parameters on accuracy of the unmanned aerial vehicle model can be greatly reduced, and robustness of a controller to model mismatch and external disturbance is improved; different from a traditional sectional type tilting rotorcraft control mode, an integratedcontrol structure is adopted, discontinuity caused by manual introduction of control parameters or control signals can be avoided, and flight safety and the integration degree of the controller are improved.

The invention provides a UAV layout with the least control configurations and belongs to the technical field of flight vehicle design and flight control. A UAV comprises a plane body, wings on both sides, engines on both sides and a stabilator, wherein the engines on the both sides are fixed under the wings on the both sides respectively, and the stabilator is fixed on the tail part of the plane body; and horizontal course control of the UAV is realized by the engines on the both sides of the plane body, and longitudinal control of the UAV is realized by deflection of the stabilator. The UAV layout provided by the invention has the beneficial effects that only one stabilator is disposed on a control pneumatic control surface of the UAV, so a resistance generation face is greatly reduced during UAV design and flight resistance is reduced without addition of an extra control execution mechanism; the least control surface is used for control, and the quantity of the control execution mechanism is minimized, so energy consumption generated from control can be reduced to a certain extent; and overall deflection of the stabilator is used, so steerage effects of control are increased as much as possible on the premise that a horizontal tail area is reduced and thus UAV control is more sensitive and effective.

The invention provides an aircraft boundary limit control law design method, which belongs to the technical field of flight control, and comprises the following steps: calculating boundary limit values according to flight speed, the boundary limit values comprising an attack angle limit value and a normal overload limit value, and determining a critical speed value; limiting an attack angle when the speed value is lower than the critical speed value, and limiting normal overload when the speed value is higher than the critical speed value; performing dynamic maximum value obtaining and logic comparison on attack angle and normal overload feedback signals; and calculating the difference between a signal output by a boundary limit control law of the steering column and a boundary limit value, and through static-error-free integral control law design, controlling the aircraft control surface to deflect so that the aircraft attack angle and overload do not exceed boundary limits. Accordingto the invention, worry-free control in the full flight envelope of the aircraft can be realized, and flight safety and maximum maneuverability of the aircraft are ensured.

The invention relates to an aircraft brake dynamic-state and static-state comprehensive control system, which comprises a brake command sensor, a brake controller, a brake control valve, a wheel brake device and a wheel speed sensor. According to the aircraft brake dynamic-state and static-state comprehensive control method, the condition that an aircraft is in a dynamic state or static state is determined through the wheel speed sensor signal to achieve different brake control laws, wherein the brake command is in the maximum value during the static-state braking and the corresponding brake system output pressure is the static brake pressure, and the brake command is in the maximum value during the dynamic-state braking and the corresponding brake system output pressure is the maximum normal brake pressure. According to the present invention, it can be ensured that the aircraft can automatically switch to the normal brake state and the static brake state during the take off process according to the aircraft state, it can be ensured that the pilot uses the pedal to perform the brake, the normal braking and the static braking can be achieved, the equipment additionally added to the configuration is not required, the burden on the pilot control is reduced, and the use reliability of the aircraft is improved.

The invention relates to a linear displacement override rod structure, which comprises an internal cylinder, an external cylinder and a brake apparatus; one end of the internal cylinder is an airplaneoperating lever system coupling end, one end of the external cylinder is the airplane operating lever system coupling end, the other end of the internal cylinder is inserted with the other end of theexternal cylinder, and a sleeving structure is formed, the internal cylinder and the external cylinder realize sliding fit, the brake apparatus is fixed on the external cylinder, the brake apparatusapplies restriction force between the internal cylinder and the external cylinder, so that the internal cylinder and the external cylinder are mutually slid, and rigid connection is formed. A combination mode of a torque limiter and rack-and-pinion realizes linear displacement override, an axial length is short, weight is light, the linear displacement override rod structure is suitable for installation in a small space, disengagement while override is rapid, residual stress after disengagement is small, driver control burden is greatly mitigated, artificial reset can be carried out at ground,maintenance performance is good, reliability is high, service life is long, and security and control quality for airplane control are increased.

The invention provides a variable-gradient load mechanism. The variable-gradient load mechanism comprises an earring joint; a rear housing; and a core rod which is arranged between the earring joint and the rear shell, one end of the core rod and the earring joint are relatively limited, and the other end of the core rod can move relative to the rear shell; bushings with first springs are arranged on the two sides, close to the earring connector and the rear shell, of the core rod respectively, check rings are arranged at ports of the bushings, a second spring is arranged between the two bushings, the elastic force of the second spring is larger than that of the first spring, and the bushings are limited by limiting mechanisms arranged on the corresponding sides of the core rod; wherein the core rod and the rear shell are partially sleeved with the main shell, a cavity of the lining is formed between the main shell and the core rod, and the main shell and the rear shell are relatively fixed. The variable-gradient load mechanism has a large force gradient during small displacement and a small rod force gradient during large displacement control, the operation precision during small displacement is improved, and the control burden of a driver during large displacement is reduced.