Abstract: A light-emitting diode includes a substrate, a semiconductor stack layer, a DBR stack structure that includes a first material layer and a second material layer, which are repeatedly stacked. Optical thicknesses of the first material layer and the second material layer are capable of: reflecting light within a first wavelength range and within a first angle range, transmitting a part of light within the first wavelength range and within a second angle range, where the first angle range is less than the second angle range. A reflectivity in response to light with at least one wavelength in a second wavelength range and having an incident angle of 0-10 degrees is ?40%, the DBR stack structure has a color, and wavelengths contained in the second wavelength range are ? a critical wavelength of the color corresponding to the DBR stack structure through which AOI testing passes.

Abstract: Disclosed is a multi-mode electro-hydraulic brake boosting system and a control method thereof. When the boosting system fails, an emergency mechanical braking mode is achieved through structural redundancy, in a normal boosting mode, the system has a general braking mode and an emergency braking mode according to the strength requirements of a brake, and a general brake boosting mode and an emergency active pressurizing mode are controlled, respectively. Accurate boosting can be provided in the general braking process so that the pressure of a brake master cylinder can accurately follow target pressure, pressure buildup of the brake master cylinder can be completed more quickly in the emergency braking process, braking force is output to the maximum extent, the system response time of an emergency braking working condition is shortened, the braking capacity is improved, and traffic accidents are avoided.

Abstract: The present invention provides an iterative joint estimation method of vehicle mass and road gradient based on MMRLS and SH-STF, which includes the following steps: establishment of a dynamic model considering steering, MMRLS/SH-STF iterative joint estimation algorithm architecture, improved slope estimation algorithm based on SH-STF. It is an iterative joint estimation method of vehicle mass and road slope based on MMRLS and SH-STF, which is designed reasonably, and the slow-variation characteristics of vehicle mass and the time-varying characteristics of road gradient are analyzed. According to the characteristics of gradual change and time change, based on the longitudinal dynamics model of the vehicle and the steering single-track model, the system identification algorithm of multi-model fusion recursive least squares is used to calculate the vehicle mass, and the noise adaptive strong tracking based on extended Kalman filter is used.

Abstract: A flap slat control lever and a method for operating the lever are disclosed. The lever includes: a first displacement sensor to detect a displacement of the flap slat control lever and generate a first displacement detection signal; a second displacement sensor to detect the displacement of the flap slat control lever and generate a second displacement detection signal; a first control command module to receive the first displacement detection signal; and a second control command module to receive the second displacement detection signal, wherein the first control command module is in a standby state and the second control command module is in a working state.

Abstract: The present disclosure provides a fault-tolerant tracking control method of a four-wheel distributed electric drive autonomous vehicle. The method depends on a typical four-wheel distributed electric drive vehicle structure, comprising: first, realizing real-time acquisition of an output torque and a fault coefficient of a hub motor through each vehicle-mounted sensor and each parameter observer; then determining whether the vehicle power system enters a fault state, and if the hub motor is in the fault state, entering a set fault-tolerant tracking link; and judging the fault mode of the current vehicle, using different control logics for different fault modes, and finally realizing fault-tolerant control or emergency risk avoiding of the vehicle.

Abstract: Disclosed is a multi-mode electro-hydraulic brake boosting system and a control method thereof. When the boosting system fails, an emergency mechanical braking mode is achieved through structural redundancy, in a normal boosting mode, the system has a general braking mode and an emergency braking mode according to the strength requirements of a brake, and a general brake boosting mode and an emergency active pressurizing mode are controlled, respectively. Accurate boosting can be provided in the general braking process so that the pressure of a brake master cylinder can accurately follow target pressure, pressure buildup of the brake master cylinder can be completed more quickly in the emergency braking process, braking force is output to the maximum extent, the system response time of an emergency braking working condition is shortened, the braking capacity is improved, and traffic accidents are avoided.

Abstract: Provided are a method and apparatus for transmitting a synchronization signal, and a method and apparatus for receiving the synchronization signal. The method for transmitting the synchronization signal includes: determining, by a transmitting end, the synchronization signal, transmitting, by the transmitting end, the synchronization signal determined to a receiving end, and notifying the receiving end of configuration information related to the synchronization signal determined.

Abstract: A flap slat control lever and a method for operating the lever are disclosed. The lever includes: a first displacement sensor to detect a displacement of the flap slat control lever and generate a first displacement detection signal; a second displacement sensor to detect the displacement of the flap slat control lever and generate a second displacement detection signal; a first control command module to receive the first displacement detection signal; and a second control command module to receive the second displacement detection signal, wherein the first control command module is in a standby state and the second control command module is in a working state.

Abstract: A cyber-physical energy optimization control system for a hybrid electric vehicle includes an information layer which is configured to realize vehicle and road condition information collection, hybrid control unit (HCU) threshold optimization and threshold wireless update loading, and an optimized object plug-in hybrid electric bus (PHEB) as a physical layer.

Abstract: The present invention discloses a method for switching modes of an electromechanical transmission system which includes a clutch CL0, a motor A, a clutch CL1, a brake B1, a motor B and three planet rows K1, K2 and K3. The electromechanical transmission system according to the present invention achieves two different structural modes of EVT1 and EVT2 by changing states of the clutch CL0 and the brake B1. The EVT1 mode is mainly a system running state at a low vehicle speed under a high driving torque demand, and the EVT2 mode is mainly a system driving state at a high vehicle speed under a low driving torque demand. Mode switching without speed difference and power interruption can be achieved by switching vehicle speed selection and reasonable adjustment of engine and motor torque.

Abstract: The present invention discloses a real-time optimization control method for an electro-mechanical transmission system, and relates to the field of electro-mechanical transmission technologies.

Abstract: The present invention discloses a real-time optimization control method for an electro-mechanical transmission system, and relates to the field of electro-mechanical transmission technologies.

Abstract: The present invention discloses a method for switching modes of an electromechanical transmission system which includes a clutch CL0, a motor A, a clutch CL1, a brake B1, a motor B and three planet rows K1, K2 and K3. The electromechanical transmission system according to the present invention achieves two different structural modes of EVT1 and EVT2 by changing states of the clutch CL0 and the brake B1. The EVT1 mode is mainly a system running state at a low vehicle speed under a high driving torque demand, and the EVT2 mode is mainly a system driving state at a high vehicle speed under a low driving torque demand. Mode switching without speed difference and power interruption can be achieved by switching vehicle speed selection and reasonable adjustment of engine and motor torque.

Abstract: The present invention discloses an electromechanical compound transmission device for a tracked vehicle. The electromechanical compound transmission device includes a front transmission mechanism, a power coupling mechanism, an independent drive mechanism, and convergent planetary gearsets arranged on both sides of the power coupling mechanism. The present invention can not only implement driving, steering, and other functions of a vehicle, but also provide sufficient electric energy for a vehicle-mounted device. In other words, a series mode can be adopted to satisfy a torque output requirement, and is mainly used for low and medium-low speed driving, as well as reverse driving and climbing steep slopes; and a series-parallel mode can also be adopted to satisfy requirements of high and medium-high speed driving, and can achieve relatively high transmission efficiency and fuel economy.

Abstract: The present invention discloses an electromechanical compound transmission device for a tracked vehicle. The electromechanical compound transmission device includes a front transmission mechanism, a power coupling mechanism, an independent drive mechanism, and convergent planetary gearsets arranged on both sides of the power coupling mechanism. The present invention can not only implement driving, steering, and other functions of a vehicle, but also provide sufficient electric energy for a vehicle-mounted device. In other words, a series mode can be adopted to satisfy a torque output requirement, and is mainly used for low and medium-low speed driving, as well as reverse driving and climbing steep slopes; and a series-parallel mode can also be adopted to satisfy requirements of high and medium-high speed driving, and can achieve relatively high transmission efficiency and fuel economy.

Abstract: Provided are a method and apparatus for transmitting a synchronization signal, and a method and apparatus for receiving the synchronization signal. The method for transmitting the synchronization signal includes: determining, by a transmitting end, the synchronization signal, transmitting, by the transmitting end, the synchronization signal determined to a receiving end, and notifying the receiving end of configuration information related to the synchronization signal determined. Compared with the related art where performance of the synchronization and coverage of the synchronization signal are affected due to low flexibility of the synchronization, the flexibility of the synchronization is improved, thereby reducing effects on performance of the synchronization and coverage of the synchronization signal.

Abstract: A preparation process of (6R)-tetrahydrobiopterin hydrochloride is provided, which comprises hydrogenating L-biopterin in the presence of a catalyst of Pt group metal in the basic substrate containing solvent, potassium hydroxide and potassium dihydrogen phosphate to obtain (6R)-tetrahydrobiopterin hydrochloride, wherein the pH value of the basic substrate is controlled by potassium hydroxide and potassium dihydrogen phosphate in the range of about 10 to about 13.

Abstract: A preparation process of (6R)-tetrahydrobiopterin hydrochloride is provided, which comprises hydrogenating L-biopterin in the presence of a catalyst of Pt group metal in the basic substrate containing solvent, potassium hydroxide and potassium dihydrogen phosphate to obtain (6R)-tetrahydrobiopterin hydrochloride, wherein the pH value of the basic substrate is controlled by potassium hydroxide and potassium dihydrogen phosphate in the range of about 10 to about 13.