571 results about "Yaw moment" patented technology

A disclosed flying craft includes a suspension structure having a first end and a second end, a lift unit, and a payload unit. The lift unit includes a nacelle and a tailboom, and pivotally couples to the first end of the suspension structure, and a payload unit couples to the structure's second end. Thus the tailboom can pivotally couple with respect to the payload unit, which advantageously permits the tailboom to assume an orientation desirable for a particular mode of flight. During vertical flight or hover, the tailboom can hang from the lift unit in an orientation that is substantially parallel to the suspension structure and that minimizes resistance to downwash from the lift unit. During horizontal flight, the tailboom can be orthogonal to the suspension structure, extending rearward in an orientation where it can develop pitching and yawing moments to control and stabilize horizontal flight. Advantageous variations and methods are also disclosed.

An independent wheel torque control algorithm is disclosed for controlling motor torques applied to individual electric motors coupled to vehicle wheels in an electric vehicle. In a first range of vehicle states, vehicle steerability is favored so that the operator of the vehicle suffers little or no longitudinal propulsion loss while steering is enhanced. In a second range of vehicle states, vehicle stability is favored. According to embodiments of the disclosure, a desired yaw moment is computed and then may be reduced in magnitude due to system limitations, electrical or friction limits, which prevents the desired yaw moment from being fully realized.

Vehicle motion control devices and methods systematically treat a conditions of each wheel to acquire and maintain the vehicle behavior stability together with anti wheel lock and wheel spin processing, braking forces distribution. Device for controlling a running behavior of a vehicle estimates a road reaction force on each wheel, calculates a yaw moment around a centroid of the vehicle body generated by the road reaction force on each wheel, and controls driving and braking forces on each wheel based upon the yaw moments so as to stabilize a running of the vehicle. Spin and Drift conditions are detected through presently generated yaw moments and critical yaw moments which can be generated by a road reaction force assumed to be maximized. Physical parameters of each wheels, required for detecting and controlling the behavior of the vehicle are estimated with a theoretical tire model.

Vehicle motion control devices and methods systematically treat a conditions of each wheel to acquire and maintain the vehicle behavior stability together with anti wheel lock and wheel spin processing, braking forces distribution. Device for controlling a running behavior of a vehicle comprises means for estimating a road reaction force on each wheel, means for calculating a yaw moment around a centroid of the vehicle body generated by the road reaction force on each wheel, and means for controlling driving and braking forces on each wheel based upon the yaw moments so as to stabilize a running of the vehicle. Spin and Drift conditions are detected through presently generated yaw moments and critical yaw moments which can be generated by a road reaction force assumed to be maximized. Physical parameters of each wheels, required for detecting and controlling the behavior of the vehicle are estimated with a theoretical tire model.

A drive force distribution system for a four wheel independent drive vehicle is configured to suppress changes in longitudinal and lateral accelerations and change in yaw moment about the center of gravity of the vehicle that occur when the brake / drive force of one wheel changes or is changed deliberately. The drive force distribution system is configured such that when the brake forces and the drive forces determined by the brake / drive force determining section based on the motion requirements of the vehicle are to be changed, the drive force revising section revises the brake / drive forces of the left front wheel, the right front wheel, the left rear wheel, and the right rear wheel by amounts, respectively, based on the sensitivities of the tire lateral forces of each of the wheels estimated by the tire lateral force sensitivity estimating section so as to satisfy the motion requirements of the vehicle.

During a self-driving control, when an acquisition failure occurs in traveling environment information acquisition required for performing self-driving, and a failure of a steering system of a vehicle equipped with the vehicle driving control apparatus is detected, a brake controller sets an evacuation course along which the vehicle is to travel safely within traveling environment, based on traveling environment information detected last time before the acquisition failure of the traveling environment information, and executes a deceleration of the vehicle and a yaw brake control that applies a yaw moment to the vehicle based on the evacuation course.

An apparatus to prevent a vehicle from deviating from a lane of travel includes an acquisition device configured to measure a yaw angle between the vehicle and the lane of travel, a lane deviation controller configured to output a yaw moment to maintain the vehicle in the lane of travel, a restriction device configured to restrict the yaw moment output when the measured yaw angle exceeds a first angle limit, and a correction device configured to adjust the first angle limit in response to a measured condition.

The invention discloses a hierarchical system used for a four-wheel-hub motor-driven electric automobile, and a control method. First of all, yaw moment is calculated as a yaw moment decision-making layer according to a vehicle speed sensor, a steering wheel rotary angle transmitter, an electronic throttle sensor and an inertia measurement unit; then according to automobile longitudinal force constraints, yaw moment constraints, a maximum adhesion force which can be provided by a pavement and restrictions of motor maximum output moment, target torque of each wheel hub motor is calculated as a target optimization analysis layer; and finally, degrees of similarity to six standard pavements are obtained by inputting two parameters, i.e., an adhesion coefficient and a wheel slip rate into a pavement adhesion coefficient estimation fuzzy controller by means of a current pavement, and an adhesion coefficient estimated value of the current pavement is obtained as a pavement adhesion coefficient monitoring layer after weighted averaging is performed. According to the invention, whole-vehicle stability is taken as a control target, motor torque is reasonably distributed according to operation working conditions, and the controllability, the stability and the economic property of vehicles are improved.

Provided is a vehicle motion control device which enables a reduction in uncomfortable feeling and an improvement in safety. Specifically provided is a vehicle motion control device capable of independently controlling the driving forces and braking forces of four wheels, said vehicle motion control device comprising a first mode (G-Vectoring control) in which approximately the same driving force and braking force are generated in right and left wheels among the four wheels on the basis of a forward / backward acceleration / deceleration control command linked with the lateral motion of a vehicle, and a second mode (sideslip prevention control) in which different driving forces and braking forces are generated in the right and left wheels among the four wheels on the basis of a target yaw moment calculated from sideslip information relating to the vehicle, wherein the first mode is selected when the target yaw moment is a predetermined threshold value or less, and the second mode is selected when the target yaw moment is greater than the threshold value.

A method and system providing coordinated torque control and speed control of a vehicle equipped with individual wheel motors, a steering system, and yaw-rate detection to achieve a desired yaw moment for the vehicle, based upon operator input and vehicle operation, is described. This includes determining a commanded steering angle, and a yaw-rate error, based upon the commanded steering angle and detected yaw-rate. A desired wheel motor yaw torque moment is calculated. First and second torque moments are calculated for inner and outer motored wheels, based upon the desired wheel motor yaw torque moment. First and second ideal wheel speeds are calculated for the inner and outer motored wheels, based upon the commanded steering angle. Torque and speed at each inner motored wheel and each outer motored wheel are calculated, based upon the yaw-rate error, the first and second torque moments, and the first and second ideal wheel speeds.

A vehicle control architecture designed based on a top-down approach with abstraction and modularity. The control architecture includes a vehicle / environment sensing and perception processor that processes sensor signals, and motion planning processors that provide lane center trajectory planning and tracking command, lane change trajectory planning and tracking command, and forward and backward speed and target tracking command. The architecture also includes a driver command interpreter that interprets driver commands and a command integration processor that provides reference dynamics for vehicle lateral, roll and longitudinal dynamics. The architecture also includes a control integration and supervisory controller that provides control integration and outputs integrated longitudinal force command signals, integrated lateral force command signals, integrated yaw moment command signals and steering torque command signals that are used by a vehicle longitudinal controller and a vehicle lateral controller.

A method and system providing coordinated torque control and speed control of a vehicle equipped with individual wheel motors, a steering system, and yaw-rate detection to achieve a desired yaw moment for the vehicle, based upon operator input and vehicle operation, is described. This includes determining a commanded steering angle, and a yaw-rate error, based upon the commanded steering angle and detected yaw-rate. A desired wheel motor yaw torque moment is calculated. First and second torque moments are calculated for inner and outer motored wheels, based upon the desired wheel motor yaw torque moment. First and second ideal wheel speeds are calculated for the inner and outer motored wheels, based upon the commanded steering angle. Torque and speed at each inner motored wheel and each outer motored wheel are calculated, based upon the yaw-rate error, the first and second torque moments, and the first and second ideal wheel speeds.

The invention discloses a car body stable control method of a four-wheel independent drive electric car. A yaw velocity expected value is obtained through a car linear two-freedom-degree control model, after a side slip angle expected value is set to zero, based on the active disturbance rejection control theory, a yaw velocity deviation active disturbance rejection controller and a side slip angle deviation active disturbance rejection controller are designed, an additional yawing moment deltaMwr and an additional yawing moment deltaMB are obtained, the additional yawing moment deltaMwr and the additional yawing moment deltaMB are linearly added to obtain a total additional yawing moment deltaMYSC acting on the car, finally torque of all wheels is distributed through the value of the total additional yawing moment, distributed instruction torque is input into four motors of the car, and therefore the yaw lateral movement of the electric car is controlled, and the car body is stabilized.

A vehicle driving control apparatus is provided with a lane detecting device, a future position estimating device and a vehicle control device. The lane detecting device detects a lane marker of a lane. The future position estimating device estimates a future transverse position of a host vehicle after a prescribed amount of time. The vehicle control device executes a vehicle control such that a yaw moment is imparted to the host vehicle toward a middle of the lane. The yaw moment is imparted upon determining that the future transverse position is positioned laterally farther toward an outside of the lane from the middle of the lane than a prescribed widthwise lane position that is determined in advance using the lane marker as a reference. The vehicle control device suppresses an impartation of the yaw moment device when a recognition degree of the lane marker is lower than a prescribed value.

A lane departure prevention apparatus is configured to conduct a course correction in a lane departure avoidance direction when the controller 8 determines that there is a potential for a vehicle to depart from a driving lane. The controller 8 combines yaw control and deceleration control to conduct departure prevention control to avoid lane departure. The yaw control is not actuated if the opposite direction from the steering direction coincides with the lane departure direction (steps S10 and S11). Preferably, the controller 8 sets the timing of yaw moment and the deceleration of the vehicle on the basis of the acceleration or deceleration of the vehicle, and performs braking control so that these settings are achieved (steps S7 to S9). Preferably, the controller 8 calculates the target yaw moment in the lane departure-avoidance direction on the basis of the running state of the vehicle, and calculates the deceleration amount by taking into account the driver braking operation amount.

In a vehicle dynamics control apparatus capable of balancing a vehicle dynamics stability control system and a lane deviation prevention control system, a cooperative control section is provided to make a cooperative control between lane deviation prevention control (LDP) and vehicle dynamics stability control (VDC). When a direction of yawing motion created by LDP control is opposite to a direction of yawing motion created by VDC control, the cooperative control section puts a higher priority on VDC control rather than LDP control. Conversely when the direction of yawing motion created by LDP control is identical to the direction of yawing motion created by VDC control, a higher one of the LDP desired yaw moment and the VDC desired yaw moment is selected as a final desired yaw moment, to prevent over-control, while keeping the effects obtained by both of VDC control and LDP control.

A controller (8) controlling a drive force distributed to each wheel (1-4) of a vehicle sets dynamic drive force target values (Fxf**, Fx3**, Fx4**) to the wheels, and determines a variation amount target ratio related to variation amounts (ΔM, ΔFx, ΔFy) of a vehicle yaw moment (M), a vehicle front / aft force (Fx), and a vehicle lateral force (Fy) such that a vehicle behavior generated by the dynamic drive force target values does not vary. The controller (8) determines sets of the drive forces (Fxf(j, k), Fx3(j, k), Fx4(j, k)) realizing the variation amount target ratio, selects drive force command values from these sets such that each drive force command value is within a drive force limiting range, and controls a drive force regulating mechanism (20, 12, 13, 15,16) according to the selected drive force command values.

The invention discloses an integrated control method for distributed control of an electric automobile. The integrated control method comprises the following steps of according to automobile speed, a steering wheel rotating angle and a steering wheel rotating angular speed, obtaining an expected yaw angular speed and an expected mass center sideslip angle by a signal processing layer by referring to a module; in an integrated control layer, according to the actual value of the yaw angular speed and the expected yaw angular speed, deciding a rear wheel additional yaw torque required for realizing control of the stability of the automobile; according to the actual valve of the mass center sideslip angle and the expected mass center sideslip angle, deciding the front wheel additional rotating angle required for realizing control of the stability of the automobile; in a control distribution layer, according to a target driving torque of a driver and the rear wheel additional yaw torque, reasonably distributing four-wheel driving force, and according to a target front wheel rotating angle of the driver and the front wheel additional rotating angle, correcting the front wheel rotating angle; and controlling the yaw stability by an executing layer through a hub motor. The integrated control method disclosed by the invention has the characteristics that the handling safety stability of the automobile is high, and the steering comfortability of the driver is improved.

The present lane departure prevention system comprises a position detector means for detecting positional information of a vehicle with respect to a lane of travel, a determining unit for comparing the positional information with a first threshold value indicating a predetermined positional relation with respect to the lane of travel, and determining a departure of the vehicle from the lane of travel on the basis of the comparison result, and a yaw moment applying unit for applying a yaw moment to the vehicle and switching a first process of applying the yaw moment to the vehicle only by steering wheels and a second process of applying the yaw moment to the vehicle by steering the wheels and applying a braking power to the wheels, on the basis of a traveling condition of the vehicle, when the determining unit determines that the vehicle departs from the lane of travel.

The invention discloses a test prototype automobile of an electric wheel driving automobile and a driving stability control method. The test prototype automobile of the electric wheel driving automobile comprises an automobile body, a steering wheel, an independent suspension and an electric wheel assembly. A wheel speed sensor, a steering wheel rotation angle sensor, a gyroscope and a control system are arranged on the automobile body. The control system comprises a sensor signal processor, a road surface state evaluator, a CAN bus, an electronic differential controller, a yawing moment controller, a driving skid-resistance controller, a torque coordinating distributor and an automobile driving state evaluation system. The driving stability control method comprises the following steps that (A) the automobile driving state is calculated and judged; (B) driving skid-resistance control is conducted; (C) electronic differential control is conducted; and (D) yawing moment control is conducted. By the adoption of the test prototype automobile of the electric wheel driving automobile and the driving stability control method, four-wheel independent driving and independent steering can be achieved, and various control methods of the electric wheel driving automobile can be verified through the test prototype automobile.

A vehicle driving assistance apparatus includes a brake operation sensing device to sense a driver's brake operation, a steering operation sensing device to sense a driver's steering operation, a forward, and a controller. The controller is configured to determine whether there is a need for avoiding the obstacle, by examining a possibility of contact of the vehicle with the obstacle, and to produce a yaw moment to an obstacle avoiding direction advantageous for avoiding the obstacle, from the time of detection of the driver's brake operation, to the time of detection of the driver's steering operation, by adjusting a wheel brake / drive force distribution among wheels resulting from the driver's brake operation when there is the need for avoiding the obstacle.

A lane keeping assistant apparatus alerts the driver when the vehicle deviates from the lane center, and aims at the driver's sure recognition of lateral deviation of the vehicle from the lane and concurrently at the avoidance of driver's overreliance on the apparatus. As a solution, the apparatus generates, on a steering wheel 1 of a vehicle, a pulse-like torque in a shape and, or frequency that does not affect the vehicle dynamics. Since such a frequency input can be haptically perceived by a human with ease, it is possible to make the driver notice the operation carried out by the apparatus without generating a yaw moment on the vehicle.

In lane keep control apparatus and method for an automotive vehicle, a behavior of the vehicle is controlled in such a manner that a yaw moment is developed in a direction to avoid a deviation of the vehicle from the traffic lane in accordance with the traveling state of the vehicle when determining that the vehicle has a tendency of the deviation of the vehicle from the traffic lane and lane markers are detected, each lane marker representing one side of the traffic lane, and the behavior of the vehicle is controlled on the basis of the detected lane marker at one side of the traffic lane when a detection state of the lane markers is transferred from a state in which both of the lane markers at both sides of the traffic lane are detected to a state in which the lane marker only at one side of the traffic lane is detected.

The invention discloses a vector distribution control method for torque of a distributed-driven electric automobile. Through the relation between vehicle driving state stability and the expected yaw velocity under a vehicle dynamical model, an ideal motion state of a vehicle under generalized additional yawing moment is worked out, and control stability of a system is judged and analyzed through the expected yaw velocity so as to determine whether yawing moment control is required or not; a tyre longitudinal slip rate is set as a specific value in a stable state, and driving torque is precisely distributed under the condition that a coefficient of road adhesion is met. Through reasonable distribution of driving or braking torque of front and back axles, the response speed to the expected yaw velocity can be remarkably increased, so that the vehicle has an ideal motion state when passing a curve, the problem of difficult steering of the vehicle when acceleration is not enough is effectively restrained, curve passing efficiency is improved, vehicle driving stability and smoothness are improved, control burden of the driver is remarkably reduced, and driving safety is improved.

The invention discloses a control method for differential-motion power-assisted steering stability of an electric car driven by a wheel hub motor. The method comprises the following steps that (1) the characteristic states formed by yaw velocity deviation and actual side slip angles are extracted; (2) based on the extension theory, extension coordination control correlation functions under different set states are calculated; (3) according to the correlation functions, the corresponding differential-motion power-assisted moment weight coefficient and yawing moment weight coefficient of the correlation functions under the different set states are determined; (4) a differential-motion power-assisted steering controller is built and combined the differential-motion power-assisted moment weight coefficient to obtain the differential-motion power-assisted moment; (5) a yawing moment controller is built and combined with the yawing moment weight coefficient to obtain the yawing moment; (6) according to the actual car speed information, through PID controlling, the total driving turning moment needed by the target car speed is obtained; and (7) the differential-motion power-assisted moment, the yawing moment and the total driving turning moment are distributed, and constraint conditions are built so as to meet the different requirements of a car under different states for turning moment adjustment.

A method, computer usable medium including a program, and a system for braking a vehicle during brake failure. The method and computer usable medium include the steps of determining a brake force lost corresponding to a failed brake, and determining a brake force reserve corresponding to at least one non-failed brake. At least one commanded brake force is determined based on the brake force lost and the brake force reserve. Then at least one command brake force is applied to the at least one non-failed brake wherein at least one of an undesired yaw moment and a yaw moment rate of change are limited to predetermined values. The system includes a plurality of brake assemblies wherein a commanded brake force is applied to at least one non-failed brake.

The invention discloses a driving antislipping control system and the method for four-wheel drive electric automobile. It includes DSP, antislipping controller and torque adjuster. The DSP is used to process rotating speed of wheels and driving torque signal to gain control signal, and the antislipping controller is used to calculate the driving torque. The torque adjustor is used to redistribute torque to ensure balance of transverse torque. The invention would achieve the target of avoid wheel slipping.

The invention provides a driving moment distribution method and system for a four-wheel-drive electric vehicle and an electric vehicle. The driving moment distribution method comprises the following steps that in the running process of the electric vehicle, electric vehicle total demand driving moment corresponding to the target vehicle speed under the liner driving working condition of the electric vehicle, adjusting yawing moment of the electric vehicle under the steering driving working condition of the electric vehicle and additional adjustment driving moment of all wheels under the wheel driving trackslip working condition of the low adhesion road surface are obtained correspondingly; vertical loads of all wheels and total vertical load of the electric vehicle are obtained correspondingly; and driving moment distribution is conducted on all wheels in the preset moment distribution mode according to the total demand driving moment, the adjusting yawing moment, the additional adjustment driving moment of all wheels, the vertical loads of all wheels and the total vertical load of the electric vehicle. According to the driving moment distribution method, rational driving moment distribution can be conducted on all wheels in real time according to dynamic running situation of the electric vehicle and different loads of the wheels, the energy utilization efficiency is improved, slipping of driving wheels can be effectively prevented, and running safety of the electric vehicle is improved.

A vehicle target braking / driving force and a vehicle target yaw moment to be achieved by a control of braking / driving force of each wheel are-calculated. The target yaw moment is corrected, for example, so as to coincide with the product of the correction coefficient determined based upon, the weight of the whole vehicle, the longitudinal and lateral distribution ratios of wheel vertical loads, and vehicle turning direction, and the target yaw moment, whereby the target yaw moment is corrected in accordance with the weight of the whole vehicle, the position of center of gravity of the whole vehicle, and vehicle turning direction. The final target braking / driving force and target yaw moment that can be achieved by the control of the braking / driving force of each wheel are calculated on the basis of the target braking / driving force and the target yaw moment after the correction, and the braking / driving force of each wheel is controlled so as to achieve the final target braking / driving force and target yaw moment.