89 results about "Acceleration control" patented technology

The invention relates to a vehicle obstacle avoidance trajectory planning method which comprises the following steps: in response to a trigger condition, planning an initial trajectory of a vehicle from a current pose to a target pose based on a vehicle kinematic model; the planning process of the initial trajectory comprises collision detection based on environment obstacle information sensed in real time, and the environment obstacle information comprises static obstacles and dynamic obstacles; and by taking the initial trajectory as an optimization initial value, performing trajectory optimization based on a preset constraint condition to obtain an optimized trajectory. Forward movement and backward movement generated by positive acceleration control and negative acceleration control are considered at the same time in the trajectory planning process, so that candidate movement strategies of the vehicle are multiplied, the vehicle can handle forward and lateral obstacles and can effectively cope with dangerous scenes such as rapid approaching of rear vehicles, and the vehicle driving safety is improved. The limitation that only forward obstacles are processed in the prior art is overcome, and the application scene and safety of the automatic driving function are improved.

In a vehicle control apparatus, an acquiring unit acquires factor information that causes acceleration or deceleration of the own vehicle while the own vehicle is subjected to the acceleration / deceleration control. A setting unit sets, based on the factor information, a maximum level of deceleration and / or a maximum level of acceleration. The maximum level of deceleration represents a maximum rate of reduction in a speed of the own vehicle during deceleration of the own vehicle. The maximum level of acceleration represents a maximum rate of increase in the speed of the own vehicle during acceleration of the own vehicle. A control unit is operative to perform (i) deceleration control of the own vehicle using the maximum level of deceleration as an upper limit for the deceleration control, and / or (ii) acceleration control of the own vehicle using the maximum level of acceleration as an upper limit for the acceleration control.

To provide a riding simulator that can reproduce rolling motion similar to that of a real vehicle, and a method for reproducing the behavior of a two-wheeled vehicle. [Solution] The riding simulator 1 includes a calculation device 3 that calculates values ​​of a plurality of driving behavior parameters, including at least vehicle speed and roll angle, based on the amount of steering operation on the steering control 21, the amount of accelerator operation on the accelerator control 22, and the amount of braking operation on the brake control 23, 24, and a behavior reproduction device 5 that reproduces the motorcycle driving behavior, including at least rolling, in a manner that can be perceived by the user's sense of balance and at least their visual sense, based on the calculated values ​​of the plurality of driving behavior parameters by the calculation device. The calculation device 3 calculates the value of the reaction force from the tire contact point and calculates the value of the roll angle based on the roll angular acceleration, which is expressed as the sum of a gravity term proportional to the acceleration due to gravity, a centrifugal force term proportional to the square of the vehicle speed, and a reaction force term proportional to the reaction force.

The application discloses a construction method of a flat wire permanent magnet wheel hub motor backstepping model predictive controller, first derives an angular velocity deviation, constructs a corresponding Lyapunov function one, calculates q-axis current, obtains a q-axis current estimation value according to a calculation formula of the q-axis current and a torque estimation error, and constructs a backstepping controller with the angular velocity deviation input and the q-axis current estimation value output; then constructs a corresponding Lyapunov function two according to the angular velocity deviation and a current tracking error, solves acceleration, constructs an acceleration control module with the angular velocity deviation and the current tracking error input and the acceleration output, and finally evaluates each d-axis current prediction value, q-axis current prediction value and acceleration prediction value through a value function formula, selects a voltage vector corresponding to a prediction value that makes the value function minimum; the method realizes rapid and accurate acquisition of motor given current under complex working conditions, improves the response capability of a hub driving system, and is favorable to improvement of collaborative control performance of a distributed driving system.

The embodiment of the invention provides a rotor operation control method of a magnetic drive conveying system and related equipment, and the method comprises the steps: obtaining the real-time position data and the real-time motion state data of a rotor when the rotor is driven to or located in a cutting region; according to the real-time position data and the real-time motion state data, the estimated brake position of the rotor is obtained; position range comparison is carried out based on the rotor size parameters of the rotor and the estimated braking position and the area boundary range of the cut-off area, and when it is represented that the rotor exceeds the area boundary range, braking control is carried out on the rotor; the range comparison result represents that when the rotor does not reach the region boundary range based on the estimated braking position, the rotor is located in the region boundary range after braking control; when acceleration control or weakening brake control is performed on the rotor, the rotor is enabled to be located in the area boundary range after the acceleration control or the weakening brake control, so that the operation reliability and safety of the magnetic drive conveying system during cutting operation are improved.

The application discloses an electric vehicle handle structure, which comprises a handle core, an acceleration control structure and a connecting piece, wherein the acceleration control structure comprises a Hall seat, a Hall seat cover plate, a magnetic steel seat, a magnetic steel, a Hall sensor and a reset spring; the bottom surface of the Hall seat is provided with a mounting cavity, the top wall of the mounting cavity and the bottom wall of the magnetic steel seat are both provided with a clamping hole; the two ends of the reset spring are vertically bent to form clamping columns; the magnetic steel seat is arranged in the mounting cavity and is limited by the Hall seat cover plate, the clamping columns at the two ends of the reset spring are respectively clamped in the clamping holes for positioning; and the outer side surface and the inner side surface of the magnetic steel seat are provided with magnetic steel grooves. The structure of the application is reasonable, is combined by various components, and can realize batch processing by machining the components separately, thereby improving the machining efficiency. When a component is damaged, only the corresponding component needs to be replaced, thereby reducing the disassembly and maintenance cost, facilitating the disassembly and combination, and being suitable for wide application and good practicality.

The invention belongs to the technical field of concrete test piece preparation, and particularly relates to test piece forming equipment and method based on acceleration factors, the forming equipment comprises a controller and a base, four corners of the top end of the base are fixedly connected with a top plate through supporting columns, a vibration table is arranged between the base and the top plate, and a vibrator is arranged at the bottom end of the vibration table; the four corners of the bottom end of the vibration table are connected with the top end of the base through guide mechanisms, an acceleration control mechanism is further connected between the vibration table and the base, a plurality of test piece forming containers are fixedly connected to the top end of the vibration table, and the controller is configured to control the vibrator and the acceleration control mechanism. In the forming process of the test piece, an acceleration factor is introduced, and the aggregate is promoted to be uniformly distributed in the test piece through the novel process method and equipment, so that each part of the test piece can really feed back the concrete performance, and the defect that the performance of the test piece cannot be correctly evaluated due to non-uniform distribution of the aggregate at each part of the test piece is overcome.

A vehicular control system includes a sensor disposed at a vehicle and, based on processing of captured sensor data, determines a leading vehicle within a traffic lane the equipped vehicle is currently traveling along, and controls the equipped vehicle to travel at a following speed that approximates speed of the leading vehicle with at least an initial following distance between the equipped vehicle and the leading vehicle. The vehicular control system receives an updated following distance different from the initial following distance and determines a period of time based on the initial following distance, the updated following distance, and the following speed. The system determines a velocity profile based on the determined period of time and controls acceleration of the equipped vehicle based on the velocity profile to establish the updated following distance between the equipped vehicle and the leading vehicle.

1. Name of the product in this design: The main body for remote control content display and interactive graphical user interface of electronic devices. 2. Purpose of this design: An electronic device. 3. The key design features of this product are: the parts in the graphical user interface, and the parts not marked with dotted lines are the parts for which protection is required. 4. The picture or photo that best illustrates the key design points: Design 1 main view. 5. Design 1 is designated as the basic design. 6. Purpose of the graphical user interface: The overall design for which protection is sought is used to display the remote control interface, such as: directional controls, indicator controls, acceleration controls, docking controls, etc. in the interface. It can also be used to operate the corresponding function controls to control the device, such as: operating the directional buttons to achieve forward, backward, left, right, front left, front right, back left, back right, etc. The purpose of the partial design for which protection is sought is the same as that of the overall design. 7. Human-computer interaction method of graphical user interface: In the main view of Design 1, the current pointer direction is displayed in the middle of the interface. Users can operate the direction controls on the left and right sides of the interface to control the movement direction of the device, and can also click the "accelerate" or "dock" controls to control the device to perform the corresponding operation. In the main view of Design 2 (where the user has already performed the forward function), the current pointer direction is displayed in the middle of the interface. The user can use the direction controls on the left and right sides of the interface to control the movement direction of the device, and can also click the "Accelerate" or "Dock" controls to control the device to perform the corresponding operation. In the main view of Design 3 (where the user has already performed the left-forward function), the current pointer direction is displayed in the middle of the interface. The user can use the direction controls on the left and right sides of the interface to control the movement direction of the device, and can also click the "accelerate" or "dock" controls to control the device to perform the corresponding operation. In the main view of Design 4 (where the user has already performed the leftward function), the current pointer direction is displayed in the middle of the interface. Users can use the directional controls on the left and right sides of the interface to control the movement direction of the device, and can also click the "Accelerate" or "Dock" controls to control the device to perform the corresponding operation. In the main view of Design 5 (where the user has already performed a backward function), the current pointer direction is displayed in the middle of the interface. Users can use the direction controls on the left and right sides of the interface to control the movement direction of the device, and can also click the "Accelerate" or "Park" controls to control the device to perform the corresponding operation. In the main view of Design 6 (where the user has already performed the right-forward function), the current pointer direction is displayed in the middle of the interface. Users can use the direction controls on the left and right sides of the interface to control the movement direction of the device, and can also click the "Accelerate" or "Park" controls to control the device to perform the corresponding operation. In the main view of Design 7 (where the current user has enabled the "Accelerate" function), the current pointer direction is displayed in the middle of the interface. Users can use the directional controls on the left and right sides of the interface to control the movement direction of the device, and can also click the "Accelerate" or "Dock" controls to control the device to perform the corresponding operation. In the main view of Design 8 (where the current user has enabled the "Accelerate" function and performed a backward operation), the current pointer direction is displayed in the middle of the interface. Users can use the direction controls on the left and right sides of the interface to control the movement direction of the device, and can also click the "Accelerate" or "Park" controls to control the device to perform the corresponding operation. In the main view of Design 9 (where the current user has enabled the "Accelerate" function and has performed the forward operation), the current pointer direction is displayed in the middle of the interface. Users can use the direction controls on the left and right sides of the interface to control the movement direction of the device, and can also click the "Accelerate" or "Dock" controls to control the device to perform the corresponding operation. In the main view of Design 10 (where the current user has enabled the "Accelerate" function and performed the left-forward function operation), the current pointer direction is displayed in the middle of the interface. Users can operate the direction controls on the left and right sides of the interface to control the movement direction of the device, and can also click the "Accelerate" or "Dock" controls to control the device to perform the corresponding operation.

An example of a vehicle seat that does not use a large electromagnetic solenoid is disclosed. SOLUTION: A vehicle seat 1 includes an air bag 7 built into the seat back that inflates and deflates according to the inflow and outflow of air, a compressed air generator 9 that generates compressed air to be supplied to the air bag 7, an injection valve 11 connected directly or indirectly to the air inlet of the air bag 7, an exhaust valve 13 connected directly or indirectly to the air outlet of the air bag 7, an acceleration sensor 19 that detects the acceleration of the vehicle, and a controller 15 that is capable of performing acceleration control to control the opening of at least one of the injection valve 11 and the exhaust valve 13 using the detection signal of the acceleration sensor 19. This makes it possible for the vehicle seat 1 to impart a repulsive force to the seated occupant according to the acceleration of the vehicle without using a large electromagnetic solenoid.

The application belongs to the field of intelligent traffic management and control, and particularly relates to a hybrid traffic flow cooperative control method based on H∞ direct strategy search, comprising the following steps: S1, establishing a linear state space model of a hybrid traffic system; S2, taking minimization of H∞ norm of a closed-loop transfer function from w(t) to z(t) as an optimization target, and constructing a controller optimization problem with K as an optimization variable; S3, solving the controller optimization problem of S2 by using a direct strategy search method to obtain an optimized gain matrix K*; S4, configuring the K* in each AV; in the process of system operation, each AV acquires or estimates x(t) in real time, and calculates and executes an acceleration control instruction according to a control law u(t)=‑K* x(t). The method can realize strong robust inhibition of non-smooth and time-varying disturbances in the hybrid traffic flow, and ensure that the control strategy has theoretically provable stability and performance boundary.

The invention provides a magnetic suspension motion platform acceleration control method based on embedded hardware, and the method comprises the steps: executing a PSO-MPC control algorithm and current calculation through an FPGA controller, and generating a digital control signal; the digital control signal is converted into an analog control signal to be transmitted to a driver to drive an electromagnetic coil to control the movement of the magnetic suspension platform; the position information of the magnetic suspension platform is detected in real time through a laser displacement sensor, and the position information is converted into a digital position signal through an analog-to-digital converter A / D to be input into a real-time simulation controller; the dynamic model of the magnetic suspension platform is operated through the real-time simulation controller, state updating is carried out according to the digital position signal, and updated state data is sent to the FPGA controller; and the FPGA controller generates a new control signal and carries out the next control period. According to the invention, the PSO-MPC algorithm and the current solution are executed through the FPGA, the dynamic response capability and the anti-interference performance of the system can be enhanced, and the calculation speed is improved.

The present invention provides a vehicle control device and other equipment that can improve safety while reducing the possibility of causing anxiety or discomfort to the occupants of the vehicle when a pedestrian is positioned in front of the vehicle during the execution of driver assistance control. [Solution] The vehicle control device includes a forward information acquisition device that acquires forward information regarding the situation in front of the vehicle, and a controller that performs follow-up driving control to match the distance between the vehicle and a target object located in front of the vehicle to a target distance based on the forward information. The follow-up driving control includes acceleration control to accelerate the vehicle, deceleration control to decelerate the vehicle, and constant speed control to maintain the vehicle's speed at a constant speed. If, during the execution of follow-up driving control, the forward information indicates that a pedestrian is present within the vehicle's predicted driving area, which is within the range in front of the vehicle, and the pedestrian is selected as a target object to follow, the controller does not perform acceleration control in the follow-up driving control.

The invention relates to a high-order cruise optimal acceleration control method and system, and the method comprises the steps: determining prospective road conditions based on a navigation map, and the road conditions comprise the slope and curvature of a road; constructing a function of a first acceleration curve in a set look-ahead time domain based on the look-ahead road condition, the engine power and the vehicle running speed; defining a sliding mode surface by taking the speed error and integral and differential of the speed error as state variables, determining switching gain and boundary layer thickness of a sliding mode controller of the sliding mode surface based on road conditions, and outputting a function of a second acceleration curve in a set look-ahead time domain through a control law of the sliding mode surface; performing peak filtering on the higher values of the first acceleration curve and the second acceleration curve at the same moment to obtain the estimated acceleration of the vehicle; through deep fusion of navigation map data, a forward-looking sliding mode controller with parameters capable of being adaptively adjusted is designed, so that the high-order cruise process has smoothness, economical efficiency, safety and high robustness.

The invention discloses a driving method for reducing pause sense of a scooter, and aims to provide a driving method for reducing pause sense of a scooter by monitoring the rotating position of a rotating handle and the angle of the rotating handle rotating at a target position as a monitoring standard and changing the output current to control the rotating speed of a motor. According to the technical scheme, the driving method is characterized in that the power, the accelerated speed and the rotating speed are set and serve as comparison bases, the rotating speed of a motor of the scooter is controlled through current output, or the position of a Hall element in a rotating handle assembly is monitored, so that the stability of the scooter is improved. Whether the acceleration needs to be controlled or not is judged by monitoring the rotating angle of the rotating handle, starting and stopping of the motor can be achieved by rotating the rotating handle, however, the acceleration of the motor is controlled by the set acceleration, the pause feeling caused by driving is reduced to a great extent, and the electric vehicle control method and device are suitable for the technical field of electric vehicle control.

This invention discloses an electrically controlled bidirectional braking cable laying pulley control system, belonging to the field of intelligent control technology for power construction equipment. The system includes a pulley body, a sensor module, a controller module, and an execution drive module. The controller module includes: a state recognition unit that constructs an operating state vector based on cable tension and pulley speed, and integrates an improved fusion tension estimation model, combining historical tension trends with current observations for weighted fusion to improve the stability and robustness of tension estimation; and a control optimization solution unit that establishes a joint control strategy based on performance objectives and safety constraints, switching control paths between normal and abnormal states according to the current state, generating acceleration control inputs to adjust the pulley state, and achieving closed-loop control. This invention possesses dynamic recognition, intelligent judgment, and adaptive control capabilities, and is suitable for cable laying conditions with significant tension fluctuations and high safety requirements, improving the control accuracy and system stability of the pulley operation.

The invention belongs to the technical field of boat control, and particularly relates to an acceleration control method for a boat in a top speed state. According to the acceleration control method in the ship top speed state, when the ship accelerator is in the maximum state and the ship is in the sliding state, the height of the propeller of the outboard engine is increased, the propeller is exposed out of the liquid level to reach the semi-submerged state, at the moment, due to air intervention, the reverse thrust borne by the ship can be increased, and the ship is accelerated. Therefore, further acceleration in a top-speed state is achieved. The reverse thrust borne by the boat is improved by changing the immersion depth of the propellers, and therefore the boat is further accelerated in the top speed state.

The invention provides a vehicle false acceleration control method and device based on a multi-source sensor, and relates to the technical field of auxiliary driving, and the method comprises the steps: when a vehicle is in a preset monitoring state, obtaining a basic environment sensing result covering the circumferential direction of the vehicle based on the multi-source sensor; when the basic environment sensing result shows that the obstacles exist in the preset range, comparing the obstacles located in the predicted driving direction of the vehicle by activating the radar and combining the structural parameters of the vehicle, so as to realize the trafficability judgment of the kinematic constraint obstacles; the kinematic constraint obstacle is limited in a predicted driving track of the vehicle to be monitored, and the predicted driving track is constructed by fusing multi-source environment sensing data and vehicle running state data; and based on the predicted driving track, judging a distance region where the kinematics constraint obstacle is located, and determining a control strategy according to a judgment result. According to the invention, the collision risk of the vehicle in a front-back clamping scene can be reduced.

The invention belongs to the technical field of path planning and tracking, and particularly relates to an intelligent vehicle trajectory tracking control method based on a double-quintic polynomial and a multi-target reward DDPG algorithm, which establishes a vehicle path model and gives a tracking error function by introducing a double-quintic polynomial lane changing path planning algorithm. And constructing a trajectory tracking control model in combination with the vehicle dynamics model and the Markov decision process. Simulation experiments show that under different vehicle speed conditions, compared with a traditional DDPG algorithm, the method shows better performance in the aspects of tracking precision, lateral acceleration control, course angle stability and yaw angle stability, and effectiveness and robustness of the method are verified.

The application discloses a method for controlling tail acceleration to avoid steel piling, and relates to the technical field of steel rolling production equipment, and solves the technical problem that the existing rear area collection only makes tail roller acceleration control mode and is prone to steel piling. The method comprises the following steps: step one, real-time detection of air cooling roller speed signal; step two, setting of a first timing time and a second timing time, when the finishing rolling unit bites into red steel and the air cooling roller speed signal is detected, the first rotation speed timing is triggered, the first timing time starts timing, and the motor rotation speed of the air cooling roller is increased to a first rotation speed value; and step three, after the first timing time timing ends, the second rotation speed timing is triggered, the second timing time starts timing, and the motor rotation speed of the air cooling roller is increased to a second rotation speed value. The application avoids the working condition of steel piling, guarantees product quality improvement, and guarantees product yield.

Provided is an easy engine starting system including: an engine; a centrifugal clutch configured to transmit a driving force of the engine to a driven device; and a control device configured to adjust output of the engine. When the engine is to be started, the engine is accelerated at start engine output which enables the engine to reach a rotation speed higher than a clutch-in rotation speed. The control device has suppression control of suppressing, at the start engine output, the rotation speed to a rotation speed equal to or lower than the clutch-in rotation speed.

The invention discloses a soft and hard decoding mode switching acceleration control method and system, and the method comprises the steps: obtaining a work log of a terminal during the video playing period, and extracting a task execution plan of the terminal from the work log; estimating a CPU load state of the terminal according to the task execution plan; monitoring a playing change request during a video playing period so as to determine a plurality of decoding tasks for the video data; according to the plurality of decoding tasks and the CPU load state, determining a decoding mode for executing the plurality of decoding tasks; wherein the decoding mode comprises soft decoding or hard decoding; and controlling the decoder to carry out decoding context delay release according to the decoding process during the period of executing a plurality of decoding tasks to carry out decoding mode switching. The corresponding decoding mode is determined by monitoring the decoding requirement during the video playing period and the CPU load state of the terminal, and the decoding context is adopted for delayed release, so that the situation that a large amount of memory is occupied for applying for release time is avoided, and decoding waiting time delay and video playing lagging are avoided.

The application provides a signal timing and networked automatic driving vehicle speed hierarchical collaborative control method based on reinforcement learning, and relates to the technical field of intelligent traffic control and vehicle-road collaborative control, and comprises the following steps: obtaining the stop-and-drive vehicle state information on the import lane served by each phase at each signal cycle boundary, and generating a reference timing scheme of the next cycle by a cycle timing intelligent agent based on the stop-and-drive vehicle state information; obtaining a refined discharge window; and outputting a continuous longitudinal acceleration control instruction to a target networked automatic driving vehicle by a networked automatic driving vehicle speed intelligent agent according to the refined discharge window, so that the arrival time of the target networked automatic driving vehicle matches the discharge window, and the collaborative control of traffic signal timing and vehicle speed is realized.

The utility model provides a motor reverse rotation braking circuit and an electric kart, and the motor reverse rotation braking circuit comprises an acceleration control circuit, a braking control circuit, a relay control circuit, and a motor controller. Wherein the acceleration control circuit is used for generating an acceleration control signal; the brake control circuit is used for generating a brake control signal; the relay control circuit is used for detecting a brake control signal and correspondingly outputting an acceleration control signal and a forward rotation signal or the brake control signal and a reverse rotation signal according to a detection result; the forward and reverse rotation control end of the motor controller detects a forward rotation signal or a reverse rotation signal to control the motor to rotate forwards or reversely, and the speed regulation control end detects an acceleration control signal or a brake control signal to control the torque of the motor. According to the utility model, a braking scheme based on reverse rotation of the motor is realized, kinetic energy conversion is automatically realized through an existing motor control system, rapid braking is realized, and the core requirements of economy, reliability and rapid response in a low-speed scene are met.

Vehicle control device (50) performing a driving control that controls the driving of its own vehicle (10) in order to enable the own vehicle to follow a vehicle driving ahead of it, with an environmental prediction unit (33) that predicts whether a change in impairment has occurred in an environment around the own vehicle, wherein the change in impairment is likely to have an adverse effect on the fuel economy of the own vehicle, and an acceleration control unit (32) for performing a prediction control which makes it possible to limit the acceleration of the vehicle itself when the environment prediction unit predicts that the impairment change in the environment has occurred, wherein The driving control system is configured to control the acceleration and deceleration of the vehicle so that the vehicle follows the vehicle in front, and the driving control system is configured to control the deceleration of the vehicle at a first deceleration rate adjustable by the driving control system. The acceleration control unit is configured to predict that the impairment change has occurred in the environment around the vehicle when the environment prediction unit predicts that the impairment change is a deceleration requirement change in the environment, where the deceleration requirement change is necessary to decelerate the vehicle, and Executing a deceleration control as a predictive control that decelerates the own vehicle at a predetermined second deceleration rate when the environmental prediction unit predicts that the impairment change in the environment has occurred, where the second deceleration rate is lower than the first deceleration rate. The environmental prediction unit, based on a first index for the fuel efficiency of the vehicle and a second index for the vehicle's performance relative to the vehicle in front, predicts whether the change in environmental conditions has occurred. The first index for the fuel efficiency of one's own vehicle contains a predicted value for braking energy or a predicted value for fuel efficiency, The predicted value of the braking energy represents a value of the braking energy whose generation is predicted based on a deceleration of the vehicle by the driving control system during a first predetermined time period from a current time to a predetermined first future time, and the second index for the vehicle's subsequent performance represents a deviation amount of a position of the vehicle or a deviation amount of a speed of the vehicle or the sum of deviations in the position of the vehicle from ideal driving, based on the vehicle control system, during a second predetermined time period from the current time to a predetermined second future time or The sum of deviations in the speed of the vehicle from ideal driving, based on the driving control, during the second predetermined time period from the current time to the predetermined second future time.

The invention relates to a method for controlling the acceleration of a vehicle (1) comprising a powertrain (3) receiving an acceleration command defined by a vehicle deceleration and / or acceleration management function (2) from a control unit and at least one advanced driver assistance system including at least one speed limiting function and / or a speed regulation function. In which, the method of said vehicle (1) operates when said speed regulation function (6) and / or said speed limiting function (7) is deactivated, a configurable jerk (8) is generated based on said acceleration command. [Fig. 2]

The application discloses a three-dimensional guidance method under time and angle constraints of aircraft speed limit conditions and belongs to the field of aircraft precise guidance. The method comprises the following steps: a vector model is established in a three-dimensional space; an attack angle prediction of space proportional guidance is realized by using a quaternion theory and a space vector guidance model; a corresponding performance index is selected to convert an error control problem into an optimal problem for solution; and an attack angle control is realized by adjusting an error between a predicted final aircraft speed direction and an expected attack angle direction. Under the attack angle constraint guidance law, a trajectory shape and length are irrelevant to aircraft speed variation. An attack time constraint problem is converted into a residual trajectory length control problem, and the residual trajectory length control is realized by axial acceleration control under the aircraft speed limit. The attack angle and time constraint guidance under the aircraft speed limit are realized by combining the attack angle constraint guidance law and the axial thrust control guidance law.

The invention discloses a vehicle following control method, device and equipment and a medium. The method comprises the steps that the actual vehicle distance between a current vehicle and a target vehicle, the speed of the current vehicle and the speed and acceleration of the target vehicle are obtained; according to the speed of the current vehicle, the speed of the target vehicle and the actual vehicle distance, the vehicle following type of the current vehicle and the target vehicle distance corresponding to the vehicle following type are determined; calculating the acceleration control quantity of the current vehicle according to the vehicle following type; and controlling the speed of the current vehicle according to the acceleration control quantity so as to reach a vehicle following state. According to the embodiment of the invention, the control precision and adaptability of vehicle following can be improved.

A control unit performs switching control, in automatic driving of a vehicle, between a first automatic driving state of an automatic drivingX level 2 or lower with manual driving or surrounding monitoring obligation, and a second automatic driving state of an automatic driving level 4 or higher with no surrounding monitoring obligation and allowing sleep, depending on a road on which the vehicle travels. When the control unit determines that a driver is in an asleep state based on a detection result of a detection unit in the second automatic driving state, the control unit performs acceleration control to adjust second vehicle speed in the second automatic driving state to be higher than first vehicle speed in the first automatic driving state, equal to the first vehicle speed, or lower than the first vehicle speed and higher than the second vehicle speed in a current state.

The application discloses a semitrailer acceleration compensation method, device, equipment and storage medium, and belongs to the technical field of automobile control. The semitrailer acceleration compensation method comprises the following steps: acquiring a planned acceleration, a current hinged angle, a current vehicle speed and a current load mass at a current moment; performing linear interpolation in a preset three-dimensional space based on the current hinged angle, the current vehicle speed and the current load mass to obtain a curve acceleration compensation amount; a horizontal axis of the preset three-dimensional space represents a vehicle speed, a vertical axis represents a hinged angle, and a vertical axis represents a vehicle load mass; and obtaining an acceleration control amount based on the planned acceleration and the curve acceleration compensation amount. The application can correct the problem of reduced longitudinal control acceleration performance of a semitrailer caused by a curve scene, so that the semitrailer can successfully complete turning.