Zhanlong Li

Coordinating four independent hydrostatic circuits in a dual-body articulated all-terrain tracked vehicle requires track-speed allocation accommodating articulation kinematics and propulsion-load distribution. Geometric speed matching alone can concentrate propulsion loads on the front body, induce rear-body drag and track slip, and elevate circuit pressure differences. This study proposes differential-projection coordinated control (DPCC) to address this coupling. Nominal four-track speeds incorporating body sideslip are derived from articulation-point velocity compatibility, and circuit pressure deviations drive load redistribution through bounded zero-sum projection. Conditions for conservation of the target track-speed sum and bounded differential-speed deviations are established, elucidating load imbalance under geometric matching and load redistribution through small track-speed adjustments. Simulations at 0–30° show that DPCC reduces peak circuit pressure difference and root-mean-square (RMS) slip ratio at all six nonzero steady-state articulation angles relative to conventional geometric differential control. At 30°, peak pressure difference decreases from 34.16 to 15.55 MPa, RMS slip ratio from 0.59% to 0.40%, and RMS vehicle-speed error by 74.05%, while average rear-body drag becomes forward propulsion. A full-scale steering test at 10° and 5.00 m/s supports the feasibility of DPCC and shows the higher outer-circuit pressures predicted by simulation. Experimental observations and multi-condition simulations jointly support the proposed coordination mechanism.

Lithium‐sulfur (Li‐S) batteries are one of the popular choices for the high energy storage systems due to their high theoretical energy density, cheap raw materials, and environmental friendliness. This work adopts a hydrothermal method to prepare covalent organic frameworks (COFs). Bi ₂ Se ₃ nanosheets are synthesized on COFs to obtain Bi ₂ Se ₃ /COFs composites serving as sulfur hosts. The porous COFs accommodate active sulfur and restrain the diffusion and migration of lithium polysulfides simultaneously. Furthermore, polar Bi ₂ Se ₃ immobilizes lithium polysulfides via chemical adsorption and efficiently alleviates the shuttle effect. Its layered nanostructure not only improves the structural stability of the cathode, but also endows the composites with superior electrical conductivity to accelerate the the redox reaction of sulfur. The results illustrate that the S/Bi ₂ Se ₃ /COFs electrode shows a remarkable initial discharge specific capacity of 961.2 mAh g ⁻¹ at 0.5 C. After 700 cycles, the capacity decay rate is 0.047% per cycle, showing excellent cycle stability. Therefore, the Bi ₂ Se ₃ /COFs are a desirable sulfur‐loading host for high‐performance Li‐S batteries.

Background: Oversize transport vehicles pose substantial challenges to vision-based traffic monitoring because their large bodies can obscure lane markings and wheel–ground contact regions, while elevated oblique camera views introduce strong perspective distortion. To address these difficulties, this study presents an occlusion-aware lane reconstruction and lane–vehicle mask-space reasoning framework for oversize-vehicle violation detection. The lane-perception branch, termed CLRNet-ALD, extends CLRNet through adaptive cross-layer feature fusion, large-kernel attention, deformable convolution, and multi-loss supervision to improve the reconstruction of partially or severely occluded lane boundaries. In parallel, a YOLOv12-based instance-segmentation branch extracts vehicle contours and instance masks. The lane and vehicle masks are subsequently aligned in a common image coordinate system, and interpretable geometric rules based on row-matched boundary comparison, instance counting, and mask overlap are used to identify designated-lane deviation, simultaneous passage of multiple oversize vehicles, and lane-line crossing. On a 4000-image lane-focused dataset, CLRNet-ALD increased precision, recall, F1-score, and IoU from 86.3%, 83.9%, 85.1%, and 71.4% to 90.2%, 88.5%, 89.3%, and 77.8%, respectively. In a separate 600-image system-level evaluation, 157 of 167 confirmed violation cases were correctly recovered, corresponding to a positive-case recovery rate of 94.0%, while 141 of 143 confirmed multi-type vehicle cases were correctly identified (98.6%). These results demonstrate the practical feasibility of combining occlusion-aware lane reconstruction with interpretable lane–vehicle spatial reasoning. Because the lane-component and system-level experiments were conducted at different development stages, the reported system-level results are interpreted as validation of the complete reasoning pipeline rather than as a controlled measurement of the end-to-end improvement attributable specifically to CLRNet-ALD.

Tunnel lighting cleaning is of significant practical importance for improving driving safety. To address the low operational efficiency of tunnel lighting cleaning tasks, a trajectory planning method based on the chaotic adaptive whale–particle swarm optimization (CAW-PSO) algorithm is proposed. Taking the SIASUN GCR16-2000 robotic arm as the research object, the trajectory is constructed using a 3-5-3 polynomial interpolation, with the objective of achieving time-optimal trajectory planning. In the CAW-PSO algorithm, a tent chaotic map is introduced to improve the quality of the population; a linearly decreasing inertia weight is designed to strike a balance between local and global search; dynamic learning factors are defined to strengthen the individual learning ability and global cognitive capability of particles; finally, the exploitation mechanism of the whale optimization algorithm is employed to avoid getting trapped in local optima and improve convergence accuracy. The simulation time is 3.661 s, a reduction of 69.94%. The experimental results yielded a mean relative error of 1.16%, indicating good agreement with the simulation results. The results of the simulation and experiment indicate that the CAW-PSO effectively reduces the motion time of the robotic arm, exhibiting superior applicability in trajectory planning for tunnel lighting cleaning robotic arms.

Severe vibrations encountered by engineering vehicles during special operations can induce excessive cab shaking, thereby reducing driving stability, operational safety, and ride comfort. Viscoelastic materials are widely used in cab support structures because of their vibration attenuation and energy dissipation capabilities. However, conventional integer‐order models are often insufficient to describe the memory‐dependent and asymmetric dynamic viscoelastic behavior of such materials. To address this issue, an improved Zener fractional‐order viscoelastic oscillator system, referred to as IZFVEO, is developed for engineering vehicle cab vibration attenuation. The governing equation of the IZFVEO system is established by combining the fractional‐order constitutive relationship of viscoelastic materials with the dynamic equilibrium equation of the oscillator. A numerical solution scheme based on the Caputo fractional derivative is then employed to obtain the system response. The vibration attenuation characteristics of the proposed model are investigated under harmonic and impact excitations in both the time and frequency domains. The effects of the fractional orders α and β , shape parameter κ , natural frequency ω n, and damping ratio ζ on the dynamic response and damping performance are systematically evaluated. The results indicate that these parameters significantly affect vibration amplitude, resonance behavior, response attenuation, and energy dissipation capacity. Appropriate increases in these parameters can improve the damping effectiveness of the IZFVEO system. Furthermore, the proposed model is validated using vehicle test data, demonstrating its capability to describe the vibration response of viscoelastic buffer structures in engineering vehicles. This study provides a fractional‐order dynamic modeling approach for the design and performance evaluation of cab vibration attenuation systems in engineering vehicles.

An innovative method is presented in this paper for the solution to the vehicle–bridge coupled vibration problem for highway bridges using the ANSYS software. By comparing the calculation results of this paper with those of the literature, the correctness and reliability of this method were verified. Taking a new structural bridge (composite truss bridge with partially concrete-filled rectangular steel tube members) as the engineering foundation, the vehicle-induced responses of the lower chords of the main truss were compared and analyzed in two states: partially concrete-filled and non-filled. Accordingly, the concept of the concrete filling coefficient was further developed, and the vehicle-induced responses of the new structural bridge and its impact coefficients were solved and analyzed for different concrete filling coefficients. The results showed that after partially filling the new structural bridge with concrete, the vertical dynamic stiffness of the bridge could be improved, the vehicle-induced response could be reduced, and the fatigue resistance could be increased. It is recommended that the concrete filling coefficient of the new structural bridge be within the range of 0.35 to 0.5. Under different concrete filling coefficients, the fitting results of the impact coefficient of the bridge submit to the extreme value distribution type-I, and the suggested value of the impact coefficient is 0.223 at a 95% assurance rate. For this new structural bridge, the impact coefficient values in Chinese specification are less than the suggested value of 0.223, which should be taken into account by bridge designers.

An innovative method was presented in this paper for the solution of the vehicle-bridge coupled vibration problem for highway bridges using the ANSYS software. By comparing the calculation results of this paper with those of literature, the correctness and reliability of this method were verified. Taking a new structural bridge (composite truss bridge with partially concrete-filled rectangular steel tube members) as the engineering foundation, the vehicle-induced responses of the lower chords of the main truss were compared and analyzed in two states: partially con-crete-filled and non-filled. Accordingly, the concept of concrete filling coefficient was further developed, and the vehicle-induced responses of the new structural bridge and its impact coeffi-cients were solved and analyzed for different concrete filling coefficients. The results show that after partially filling the new structural bridge with concrete, the vertical dynamic stiffness of the bridge can be improved, the vehicle-induced response can be reduced, and the fatigue re-sistance can be increased. It is recommended that the concrete filling coefficient of the new structural bridge be within a range of 0.35 to 0.5. Under different concrete filling coefficients, the fitting results of the impact coefficient of the bridge submit to the extreme value distribution type-I, and the suggested value of the impact coefficient is 0.223 at 95% assurance rate. For this new structural bridge, the impact coefficient values in Chinese specification are less than the suggested value of 0.223, which should be taken into account by bridge designers.

The influence of grooving parameters and micro-groove cross-section shape on the lubrication performance of partially micro-grooved gas-lubricated parallel slider bearings is investigated in the present study. The solution procedure for the multi-grid finite element method is that the algebraic equations formed by the finite element method are in turn smoothed by the interpolation from the coarse grid to the fine grid and the restriction from the fine grid to the coarse grid. By adopting the multi-grid finite element method, the pressure distribution of partially micro-grooved gas-lubricated parallel slider bearings is obtained. The grooving parameters are optimized to obtain the maximum average pressure for different micro-groove cross-section shapes. The results show that the orientation angle of the micro-grooves, depth of the micro-grooves, width of the micro-grooves, area density of the micro-grooves, micro-grooved fraction, and cross-section shape of the micro-grooves have an important influence on the hydrodynamic pressure of partially micro-grooved gas-lubricated parallel slider bearings. The results of this study demonstrate that the lubrication performance of partially micro-grooved gas-lubricated parallel slider bearings can be obviously enhanced by adopting the appropriate grooving parameters and micro-groove cross-shape. The results of this study is beneficial for the design of partially micro-grooved gas-lubricated parallel slider bearings.

In order to improve the convergence and economy of resource scheduling on the supply side of microgrid, a multi-source scheduling method on the supply side of microgrid based on reinforcement learning algorithm is proposed. The structure of microgrid is analyzed, and the principle of reinforcement learning algorithm is given. Based on this principle, the objective function of multi-source optimal scheduling on the supply side of microgrid is designed, that is, the total operation cost of the system is the lowest, and the corresponding constraints are proposed, including the system power balance constraints and the operation constraints of energy storage battery. Based on the above established objective functions and constraints, a multi-source scheduling model on the supply side of the microgrid is constructed to maximize the operation income of the microgrid. The experimental results show that the convergence speed of this method is faster and the total operation cost of microgrid is reduced, which verifies its application value.

Viscoelastic damping material has been widely used in engineering machinery to absorb vibration and noise. Dynamic behavior of the viscoelastic damping material is mainly affected by temperature and frequency. Classical dynamic behavior equations of the viscoelastic damping material have complex structures with multiple and ambiguous parameters. So a novel variable-order fractional constitutive model (VOFC) is established based on the variable-order fractional operator. Then the viscoelastic dynamic equations are derived by Laplace transform of the VOFC model. The dynamic thermomechanical analysis tests by the three-point bending mode are carried out at variable temperatures and frequencies, and the frequency spectrum of the dynamic behavior, i.e. the loss modulus, storage modulus and loss factor are obtained. Against the test data, the VOFC model is compared with classical models such as the integer-order Maxwell model, constant fractional-order Kelvin-Voigt model, constant fractional-order Maxwell model and constant fractional-order standard linear solid model. The results show that the VOFC model can describe dynamic behavior of the viscoelastic damping material at different temperatures and frequencies more accurately. And the VOFC model has simpler structure and only two parameters with clearly physical meaning. Finally, a calculation software is designed and developed, which simplifies the process of predicting viscoelastic dynamic behavior in a wide frequency range.