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Purpose To evaluate the correlative factors of best-corrected visual acuity (BCVA) with intravitreal conbercept injection in macular edema secondary to branch retinal vein occlusion (BRVO). Methods This is a self-controlled retrospective study. 35 eyes of 35 patients with macular edema secondary to BRVO were enrolled. After an initial intravitreal injection of conbercept (0.5 mg/0.05 ml) monthly up to 3 months, a pro re nata (PRN) strategy was adopted based on the increase in central foveal thickness (CFT). Data collected at various time points include BCVA, CFT, photoreceptor layer thickness (PLT), and outer nuclear layer thickness (ONLT) on optical coherence tomography. The correlation between CFT, PLT, ONLT, and BCVA before and after injections was analyzed. Results Compared with baseline, in months 1, 3, and 6 after injection, the improvement of BCVA was 20.63, 22.94, and 21.06 ETDRS letters, respectively (F=195.843, P < 0.01), and the decrease of CFT was 217.37 μm, 224.57 μm, and 224.06 μm, respectively (F=148.522, P < 0.01). The PLT in months 1, 3, and 6 after therapy has significant improvement of 11.14 μm, 13.03 μm, and 13.49 μm (F=64.116, P < 0.01), while the ONLT has a significant decrease of 225.29 μm, 237.66 μm, and 239.11 μm, respectively (F=145.231, P < 0.01). The changes in the treatment group were significant in different periods. The mean number of injections was 3.26 ± 0.50 from baseline to month 6. Conclusions Intravitreal injection of conbercept provides an effective treatment for macular edema due to BRVO. With six-month treatment, there were a positive correlation between BCVA and PLT (r=0.592, P < 0.001), a negative correlation between BCVA and ONLT (r=−0.480, P=0.005), and no correlation between BCVA and CFT (P=0.506).

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A new vehicle motion control strategy is proposed, which synthesizes the rolling and yaw performance of vehicle by cooperating the damping force of semi-active suspension and yaw moment. To address the coupled dynamic behavior of roll and yaw motion, the modeling approach for nonlinear roll and yaw coupled dynamics is firstly employed. Furthermore, considering that the yaw and roll controllers are located in different electronic control units in practice, a distributed structure of cooperative control is presented. The key of cooperative control is that the damping force of semi-active suspension is controlled to adjust the roll dynamic, the front- and rear-axle load transfer cooperating the yaw motion; the yaw stability controller is designed to improve the yaw dynamic performance. To design the suspension damping force controller, the effect of the suspension damping force on roll and yaw dynamic behavior is discussed, and the piecewise-linear damping-force model with drive current as input is established. Moreover, the optimal suspension drive current is designed to alter roll performance and load transfer. To enhance the yaw dynamic performance, the yaw stability controller based on a sliding mode method is explored, and the optimal sliding-surface parameter is discussed to synthesize the settling time and overshoot of the yaw rate. Simulation and hardware-in-loop (HIL) test results show that the cooperative control combines the roll and yaw dynamics performance well; the overshoot and oscillation of yaw rate and lateral speed can be restrained.

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