42results about "Position/direction control" patented technology

A hybrid electric propulsion system for powering a vehicle using a natural fuel engine and an electric motor. The hybrid electric vehicle is comprised of a drive train; an electric motor for driving the drive train; an auxiliary power unit (APU); an electric energy storage system electrically coupled to the electric motor; and wherein the auxiliary power unit and the electric energy storage system provide energy for powering the vehicle. An electric bus is directly connected to both the auxiliary power unit and the electric energy source and the voltage across the electric bus is substantially the same as the voltage across the electric energy source so that a change in voltage of the electric bus results in the same change to the voltage across the electric energy source. A power management controller is programmed to control output power of the power unit to maintain the energy storage system between a predetermined high voltage set-point and a predetermined low voltage set-point.

A vehicle has a plurality of traveling modes. A display device for the vehicle comprises: a display unit displaying map information; and a control unit causing the display unit to display recognizably, at a portion of roads in the map information, traveling modes that correspond to the roads. Preferably, the control unit sets a destination in response to an instruction received from an operator, searches for a traveling route extending from a starting point to the destination, divides the traveling route into segments, and associates one of the traveling modes with each of the segments. More preferably, the control unit causes the display unit to display the plurality of candidate traveling routes, each with the traveling mode overlaid thereon, and selects in response to an instruction of the operator one traveling route planned to be taken among the plurality of candidate traveling routes.

A method is provided for a control system. The method may include obtaining data records associated one or more input variables and one or more output parameters, and selecting one or more input parameters from the one or more input variables. The method may also include generating a computational model indicative of interrelationships between the one or more input parameters and the one or more output parameters based on the data records, and determining desired respective statistical distributions of the one or more input parameters of the computational model.

A steering angle estimation section calculates a front-wheel-side estimative steering angle and a rear-wheel-side estimative steering angle through use of wheel speeds of respective wheels, and averages these steering angles to thereby obtain an accurate estimative steering angle. It also calculates an estimative steering angle difference between the steering angles. An axial force estimation section calculates a base axial force through use of the estimative steering angle and a vehicle speed, and calculates a correction axial force which applies an axial force difference (hysteresis) to the base axial force in accordance with a turning or returning operation by a driver. The axial force estimation section adds the base axial force and the correction axial force together to thereby calculate an accurate estimative axial force. An assist computation section compares a target steering torque, which changes with the vehicle speed, and the accurate estimative axial force, and subtracts the target steering torque from the estimative axial force, to thereby calculate an assist torque.

In response to a driver's braking request operation, for example, the driver's depression of a brake pedal 85, a hybrid vehicle 20 sets a fraction of a regenerative braking torque by a motor MG2 and a fraction of a braking torque by a brake unit 90 relative to a preset braking torque demand Tr* according to the setting of a speed change ratio in a transmission 60 (steps S280, S290, S310, S320, S390, and S400). The hybrid vehicle 20 controls the motor MG2 to output the regenerative braking torque based on the preset braking torque demand Tr* and the set fraction of the regenerative braking torque, while controlling the brake unit 90 to enable the braking torque based on the preset braking force demand Tr* and the regenerative braking torque by the motor MG2 to be applied in a distributive manner at a preset front-rear braking torque distribution ratio ‘d’ to front wheels 39a and 39b and to rear wheels 39c and 39d.

The present invention relates to a vehicle system (1) and a method for a situation specific evaluation of risks in a surrounding of said vehicle (1), comprising a detection unit (2) for detecting and providing of situation specific data; a data transmitting unit and a data receiving unit (3), processing data from sources of data and communicating necessary data for such processing; and a processing unit (4), generating application data (14) based on received data The application data (14) is based on supplemental data stored in the processing unit (4) for a situation specific profile of hazards/risks. Suitable measures for maneuver control of the vehicle depending from such application data (14) is started.

A method and system for determining a location of a vehicle, the method comprises determining reception location data within a first cell of a work area for a vehicle. A reception quality estimator estimates reception quality data for the corresponding reception location data for the first cell. Optical location data is determined within a first cell of a work area for a vehicle. An optical quality estimator estimates optical quality data for the corresponding optical location data for the first cell. A data processor selects at least one of the reception location data and the optical location data as refined location data associated with the first cell based on the estimated reception quality data and estimated optical quality data.

A comparative dual-control strategy actuates forward and aft control devices simultaneously to significantly improve a missile's maneuverability/dynamic capability. A substantial, and measurable, operational effect of the inventive control strategy is a dramatic improvement in a missile's divert capability. To effect a maneuver in accordance with the inventive strategy, a missile's aft fins are initially deflected to generate a force OPPOSITE that conventionally used (pushing the missile's tail in the direction of the commanded maneuver) which simultaneously actuating forward thrusters to also push the missile's nose in the direction of the commanded maneuver but at a faster rate than the tail section. This causes the missile body to simultaneously rotate and translate in the direction of the commanded maneuver. Once a sufficient amount of aerodynamic force develops due to body rotation, the aft fins are deflected to generate a force that opposes the commanded maneuver to maintain a moment on the missile body and complete the commanded maneuver. An important benefit of cooperative dual-control strategy is that the missile begins to translate in the direction of the commanded maneuver immediately (conventional isolated aft control schemes do not accomplish this) and at a faster rate than is possible with either isolated forward control devices or an intuitive dual-control approach.

A motor control unit includes a detected steering torque correction unit that corrects the detected steering torque that is detected by a torque sensor and then subjected to a limitation process by a steering torque limiter. When the absolute value of the detected steering torque is equal to or smaller than a predetermined value, the detected steering torque correction unit corrects the detected steering torque to 0. When the absolute value of the detected steering torque is larger than the predetermined value, the detected steering torque correction unit outputs the detected steering torque without correction. A PI control unit calculates the addition angle based on the deviation of the control torque obtained through correction by the detected steering torque correction unit from the command steering torque.

An autonomous driving control system for a vehicle which is able to switch between manual driving and autonomous driving is provided with a driver condition sensor, acting part, and electronic control unit. The electronic control unit is provided with an autonomous driving control part, reliance calculating part for calculating an autonomous driving output reliance, vigilance calculating part for calculating a driver vigilance, and an action control part for controlling a strength of an action against a driver. In a region in which an operating point determined by the autonomous driving output reliance and driver vigilance can fall, a plurality of sub regions are defined by boundary lines extending so that the driver vigilance becomes higher as the autonomous driving output reliance becomes lower. The action control part controls the strength of the action against the driver to differ in accordance with the sub region in which the operating point falls.

A system and method for implementing a neural network based vehicle dynamics model are disclosed. A particular embodiment includes: training a machine learning system with a training dataset corresponding to a desired autonomous vehicle simulation environment; receiving vehicle control command data and vehicle status data, the vehicle control command data not including vehicle component types or characteristics of a specific vehicle; by use of the trained machine learning system, the vehicle control command data, and vehicle status data, generating simulated vehicle dynamics data including predicted vehicle acceleration data; providing the simulated vehicle dynamics data to an autonomous vehicle simulation system implementing the autonomous vehicle simulation environment; and using data produced by the autonomous vehicle simulation system to modify the vehicle status data for a subsequent iteration.

A bicycle control apparatus is configured to control a drive unit having a motor that assist in manual driving. The bicycle control apparatus includes an operating unit and a control unit. The operating unit is configured to be operated in accordance with first and second operating methods that are different from each other. The control unit is configured to change a setting state of a function that is set in advance without driving the drive unit in response to the operating unit being operated in accordance with the first operating method. The control unit is configured to drive the drive unit in response to the operating unit being operated in accordance with the second operating method.

The invention relates to a stand-alone renewable-energy generating device which generates electric energy from renewable energy sources, such as the sun or wind, in a stand-alone context, i.e. without being connected to a power grid. To allow users to asses their contribution to carbon dioxide emission savings, the invention provides a sensor element that is adapted to generate emission savings data representative of electric energy units generated by using a renewable energy device. Further, a clock device is comprised that is adapted to generate a time data representative of at least one of a time and a date specification and unique sensor-ID data are stored in a memory. A processor unit is adapted to time-stamp the emission savings data by combining it with the time data. The processor unit retrieves the sensor-ID data to combine them with the emission savings data to form savings profile data. A communication interface is adapted to communicate the savings profile data directly or indirectly via a network system. The sensor element may be provided integrated in a stand-alone renewable-energy generating device or in a separate emission savings sensor. The invention also relates to a method of maintaining user data associated with a savings profile data and sharing the savings profile data on the communications network. The sharing of these data aims to motivate further use of renewable energy devices.

The automatic/stop restart device includes a restart control module for performing restart control for the internal combustion engine by pushing out a pinion gear (17) by a pinion-gear push-out device (18) to bring the pinion gear into meshing engagement with a ring gear (16) when the restart requirement is satisfied before the rotation of the internal combustion engine is stopped after an automatic stop requirement is satisfied. The pinion gear is pushed out when the restart requirement is satisfied when a rotation speed of the internal combustion engine is equal to or lower than a predetermined rotation speed. At the same time, a starter motor (19) is driven by a starter-motor waiting-time adjustment module for adjusting a driving waiting time for the starter motor (19) according to the rotation speed of the internal combustion engine obtained when the restart requirement is satisfied. In this manner, the restart is quickly performed.

A control apparatus for controlling a vehicle, the vehicle provided with: a rotating electrical machine capable of inputting or outputting a torque with respect to an input shaft; and a transmission, which is disposed between the input shaft and an output shaft coupled with an axle, which is provided with a plurality of engaging apparatuses, which transmits a torque between the input shaft and the output shaft, and which can establish a plurality of gear stages having mutually different transmission gear ratios in accordance with engagement states of the plurality of engaging apparatuses, the transmission gear ratio being a ratio between a rotational speed of the input shaft and a rotational speed of the output shaft, the vehicle control apparatus provided with: a detecting device for detecting a braking operation amount of a driver; and an input shaft torque controlling device for controlling a torque of the input shaft such that in cases where the detected braking operation amount changes in a reducing direction which promotes a reduction in a braking force applied to the vehicle in a coast regeneration speed change period in which the gear stage is changed at the time of coast regeneration of the rotating electrical machine, a change in torque of the output shaft accompanied by the change in the braking operation amount is suppressed.

A method for controlling a hybrid traction assembly includes an initial depleting phase which begins at the beginning of the vehicle mission and where the hybrid traction assembly is controlled to cause depletion of the storage device at a high first mean depletion rate, at least one sustaining phase where the hybrid traction assembly is controlled so that the state of charge is maintained in a predetermined sustaining range. The method further includes a second depleting phase which extends between the initial depleting phase and the sustaining phase, wherein the hybrid traction assembly is controlled to cause depletion of the storage device at a second mean depletion rate, the second mean depletion rate being lower than the first mean depletion rate.

There is provided an air-fuel ratio sensor with which an improvement in the accuracy in detecting the air-fuel ratio of detection target gas and an improvement in the response characteristics can both be achieved. The sensor includes a sensor element that outputs an output signal indicative of the air-fuel ratio of a detection target gas, a pair of electrodes including a detection target gas side electrode to which the detection target gas is introduced and an atmosphere side electrode exposed to the atmosphere, which are arranged in such a way as to sandwich the sensor element, a diffusion-controlling layer that is disposed on the sensor element in such a way as to cover the detection target gas side electrode and introduces the detection target gas from an entrance portion through which the detection target gas flows in to the detection target gas side electrode, and a catalyst layer provided on a part of the entrance portion.

An agricultural combine has a variable displacement pump connected to four drive motors that drive four wheels. An electronic controller monitors the speed of each wheel and reduces the torque of the motor that drives the wheel when the wheel slips. The controller reduces the torque by reducing the specific displacement of the slipping motor. Once the wheel has ceased slipping, the controller increases the specific displacement of the motor back to its original displacement.

The present invention relates to a black box system for a leisure vessel and, more particularly, to a black box system for a leisure vessel which has a marine black box to interface a GPS receiving unit with various kinds of navigation data measuring devices and a camera unit, thereby checking problems in the vessel in real time, and which executes information stored in a portable memory with a marine black box application via a smart terminal to output the information on a display screen and to simultaneously store images and data at the time of an accident in a data storage server provided on land, thereby increasing portability and analyzing navigation data and images for a vessel when the vessel has been lost due to an unexpected accident.

A traction control system for two and three wheeled motorcycles that prevents or limits the rear wheel(s) from slipping when the operator accelerates the vehicle. If the torque supplied by the motor exceeds the tractive force developed between the rear tire(s) and the road surface the rear tire(s) will slip creating a dangerous condition. The operator engages the system and selects the degree of desired traction control. The system detects rear (driven) and front (non-driven) wheel rotational speeds. If the rear wheel(s) begins rotating faster than the front wheel(s) the traction control computer will send a signal to the motor control unit to reduce the motor's power output. Additionally, as the operator applies the throttle the traction control computer sends a signal is sent to the rear suspension to stiffen for the purpose of more efficiently transmitting power to the rear wheel(s) and road surface.

A vehicle orientation indicator comprises a sensor and a controller. The sensor is configured to sense a gravitational force component imposed on a vehicle. The controller is configured to determine an orientation of the vehicle with respect to a fixed plane based on the sensed gravitational force component and control an indicator device to provide a representation of the orientation of the vehicle. The controller is further configured to control the indicator device to update the representation of the orientation of the vehicle based on a change in the sensed gravitational force component as sensed by the sensor while a movement condition of the vehicle meets a prescribed condition, and to control the indicator device to refrain from updating the representation of the orientation of the vehicle while the movement condition fails to meet the prescribed condition.

A communication system for use with an automobile having an accelerator, a brake, a cruise control, and a brake lamp includes a display, a transmitter, a receiver, and a cruise lamp visible from outside the automobile. The communication system includes a processor in data communication with the accelerator, the brake, the cruise control, the brake lamp, the display, the transmitter, the receiver, and the cruise lamp. The processor includes programming to actuate the automobile's cruise control to synchronize with the cruise control of a nearby vehicle having an activated cruise control. The processor actuates the accelerator to accelerate or decelerate according to cruise data received from the nearby synchronized automobile. The system may include a GPS such that current GPS and speed data may be compared with received GPS and speed data to determine a proximity and rate of closure between synchronized automobiles.

An aircraft braking adaptation process is used to prevent rapid derotation of an aircraft causing damage to the front landing gear by formulating a braking command, applying the command to at least one brake, adapting the braking command by acquiring the aircraft trim and modifying the braking commands as a function of the aircraft trim.

This process limits the derotation speed and preserves the front landing gear.