CN106886215B - Tracking system based on multi-axis trolley bus and trolley bus with tracking system - Google Patents
Tracking system based on multi-axis trolley bus and trolley bus with tracking system Download PDFInfo
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- CN106886215B CN106886215B CN201510933923.7A CN201510933923A CN106886215B CN 106886215 B CN106886215 B CN 106886215B CN 201510933923 A CN201510933923 A CN 201510933923A CN 106886215 B CN106886215 B CN 106886215B
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- G05D1/02—Control of position or course in two dimensions
- G05D1/021—Control of position or course in two dimensions specially adapted to land vehicles
- G05D1/0212—Control of position or course in two dimensions specially adapted to land vehicles with means for defining a desired trajectory
- G05D1/0223—Control of position or course in two dimensions specially adapted to land vehicles with means for defining a desired trajectory involving speed control of the vehicle
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Abstract
The invention discloses a tracking system based on a multi-axis trolley bus and a trolley bus with the same, wherein the tracking system based on the multi-axis trolley bus comprises wheel driving devices, an information acquisition device and a computer controller, each wheel driving device is in driving connection with a wheel, and the information acquisition device is arranged on the trolley bus and is used for acquiring state information of each axle and actual wheel speed; the computer controller is connected with the information acquisition device and is used for obtaining the expected wheel speed of the wheels corresponding to each axle according to the axle state information, the expected path and the preset axle speed, and adjusting the driving signals transmitted to the wheel driving device according to the expected wheel speed, the actual wheel speed and the vehicle control command so as to enable the actual wheel speed of each wheel to reach the expected wheel speed. The invention can make the actual wheel speed of each wheel reach the expected wheel speed, correct the deviation of the vehicle timely and accurately, make the trolley stably run, and make each trolley track the track well without or less affected by the front and back axles.
Description
Technical Field
The invention relates to the technical field of electric automobiles, in particular to a tracking system based on a multi-axis trolley bus and the trolley bus with the tracking system.
Background
Since the 70 s of the last century, unmanned automobiles have received attention in all countries of the world with rapid development of intelligent technologies, and have also made a breakthrough progress. Automobile intellectualization has played an increasingly important role in the field of automobile assisted driving and traffic safety. Public transportation has now become the most important part of urban traffic, where subways are welcome by large cities as fast, convenient vehicles. The metro is only popular in large cities due to high construction cost, long construction period and the like, and the metro cannot be constructed in middle and small cities and remote suburban areas of large cities. The rapid mass public transportation of the city is solved, and the running efficiency and economic benefit of the city are greatly improved. Therefore, research on multi-axis trolleybuses has been completed. Meanwhile, the electric car is used as a green pollution-free new energy car and is a development direction of future cars. As a new type of car, a trolley bus can travel along a fixed track on a common road, but how to realize tracking of a multi-axis trolley bus is still the biggest difficulty in technology.
It is therefore desirable to have a solution that overcomes or at least alleviates at least one of the above-mentioned drawbacks of the prior art.
Disclosure of Invention
It is an object of the present invention to provide a multi-axis trolley bus based tracking system that overcomes or at least alleviates at least one of the above-mentioned drawbacks of the prior art.
In order to achieve the above object, the present invention provides a multi-axis trolley bus-based tracking system, the multi-axis trolley bus comprises at least three wheel assemblies, each wheel assembly comprises an axle and wheels at two ends of the axle, the multi-axis trolley bus-based tracking system comprises a wheel driving device, an information acquisition device and a computer controller, wherein: each wheel driving device is in driving connection with one wheel, and the information acquisition device is arranged on the vehicle and is used for acquiring state information of each axle and actual wheel speed; the computer controller is connected with the information acquisition device and is used for obtaining the expected wheel speed of the wheels corresponding to the axles according to the axle state information, the expected path and the preset axle wheel speed, and adjusting the driving signals transmitted to the wheel driving device according to the expected wheel speed and the actual wheel speed so as to enable the actual wheel speed of each wheel to reach the expected wheel speed.
Further, the axles in two adjacent wheel assemblies are connected through hinge rods, the information acquisition device is further used for acquiring an included angle between each axle and the hinge rod connected with the axle, and the computer controller is further used for acquiring the expected axle speed of other wheel assemblies according to the preset axle speed of one wheel assembly and the included angle between the axle in the wheel assembly and the hinge rod connected with the axle.
Further, the computer controller comprises a calculation module, a correction module and a control module, wherein: the calculation module is used for obtaining the expected wheel speed of the corresponding wheel according to the axle state information, the expected path and the preset axle wheel speed; the correction module is used for correcting the expected wheel speed according to the angle deviation and/or the distance deviation of the expected path and the vehicle; the control module is used for adjusting driving signals transmitted to the wheel driving device according to the corrected expected wheel speed and the actual wheel speed information so as to enable the actual wheel speed of the wheel to reach the expected wheel speed.
Further, the control module comprises a speed proportion relation judging sub-module and a speed proportion control sub-module, wherein: the speed proportion relation judging submodule is used for receiving and comparing the actual wheel speed information input by the information acquisition device and the expected wheel speed corrected by the correction module, and if the actual wheel speeds of the left wheel and the right wheel in each wheel assembly meet the proportion relation of the corrected expected wheel speeds, the current comparison wheel speed of the left wheel and the current comparison wheel speed of the right wheel are respectively set to be the corresponding corrected expected wheel speeds and an acceleration control instruction or an electric braking deceleration control instruction is output; otherwise, the speed proportion control submodule calculates and controls the current speed proportion to be achieved according to the actual wheel speed and the corrected expected wheel speed, and outputs an acceleration control command or an electric braking deceleration control command.
Further, the control module further comprises a PID voltage driving sub-module, the PID voltage driving sub-module is used for receiving an acceleration control instruction or an electric braking deceleration control instruction given by the speed proportion relation judging sub-module or the speed proportion control sub-module, if the acceleration is performed, a voltage signal transmitted to a voltage controller in the wheel driving device is obtained according to the expected wheel speed and the actual wheel speed of the wheel, and if the electric braking is performed, the voltage signal output by the voltage controller is set to be 0.
Further, the PID voltage driving sub-module obtains a voltage signal u transmitted to the wheel driving device according to the expected wheel speed and the actual wheel speed of the wheel as follows:
wherein e (k) is the difference between the desired wheel speed and the actual wheel speed, k p Is a proportionality coefficient, k i Is an integral coefficient.
Further, the speed proportion control sub-module calculates the current comparison wheel speed v of the left wheel according to the actual wheel speed and the corrected expected wheel speed lc And the current comparison wheel speed v of the right wheel rc The method comprises the following steps of:
when v l >v lt /v rt ·v r V when (v) lc ＝v lt /v rt ·v r ，v rc ＝v rt The method comprises the steps of carrying out a first treatment on the surface of the When v r >v rt /v lt ·v l V when (v) lc ＝v lt ，v rc ＝v rt /v lt ·v l ，v lt V for corrected left wheel desired wheel speed rt V for corrected right wheel desired wheel speed l Is the actual wheel speed of the left wheel, v r Is the actual wheel speed of the right wheel.
Further, the tracking system based on the multi-axis trolley bus further comprises a relay, wherein the relay is connected between the speed proportion control sub-module and the motor controller and is used for receiving high-low level signals sent by the speed proportion control sub-module so as to control forward rotation and reverse rotation gears in the motor controller.
Further, the information acquisition device comprises a navigation sub-module and a wheel speed detection sub-module, wherein: the navigation sub-module is arranged on the vehicle and is used for detecting the state information of each axle and inputting the state information into the computer controller; the wheel speed detection submodule is arranged on the wheel driving device and is used for detecting the actual wheel speed of the wheel and inputting the actual wheel speed into the computer controller.
The invention also provides an electric car comprising the multi-axis trolley car-based tracking system.
After the technical scheme provided by the invention is applied, the information acquisition device is used for acquiring the state information and the actual wheel speed of each axle, the computer controller is used for acquiring the expected wheel speed of the wheel corresponding to each axle according to the state information, the expected path and the preset axle speed, and then the driving signal transmitted to the wheel driving device is adjusted according to the expected wheel speed, the actual wheel speed and the vehicle control instruction, so that the actual wheel speed of each wheel reaches the expected wheel speed, the offset of the vehicle is corrected timely and accurately, the trolley is enabled to run smoothly, each trolley can track the track well without being influenced by front and rear axles or being influenced by less front and rear axles, and further the transverse control of the multi-axle independent vehicle under the condition of no track is solved, and the technical support is provided for the running of the multi-axle vehicle.
Drawings
FIG. 1 is a schematic diagram of the wheel speed relationship of each axle in a multi-axle trolley bus to which the present invention is applied;
FIG. 2 is a schematic illustration of the relationship between a wheel assembly of FIG. 1 and an intended path;
FIG. 3 is a schematic diagram of a tracking system based on a multi-axis trolley bus according to a preferred embodiment of the present invention;
FIG. 4 is a schematic diagram of the computer controller of FIG. 3;
fig. 5 is a schematic diagram of the control module of fig. 4.
Reference numerals:
| A | axle shaft | A0 | Midpoint of axle |
| B1 | Right wheel | B2 | Left wheel |
| C | Hinge rod | 1 | Wheel driving device |
| 2 | Information acquisition device | 3 | Computer controller |
| 31 | Calculation module | 32 | Correction module |
| 33 | Control module | 331 | Speed proportional relation judging submodule |
| 332 | Speed proportional control submodule | 333 | PID voltage driving sub-module |
| 4 | Relay device |
Detailed Description
In the drawings, the same or similar reference numerals are used to denote the same or similar elements or elements having the same or similar functions. Embodiments of the present invention will be described in detail below with reference to the accompanying drawings.
In the description of the present invention, the terms "center", "longitudinal", "lateral", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", and the like indicate an orientation or a positional relationship based on that shown in the drawings, only for convenience of description and simplification of the description, and do not indicate or imply that the apparatus or element to be referred to must have a specific orientation, be configured and operated in a specific orientation, and therefore should not be construed as limiting the scope of protection of the present invention.
In the present invention, the left side of the forward direction of the vehicle is hereinafter "left" and the right side of the forward direction of the vehicle is hereinafter "right" with the forward direction of the vehicle as a reference direction.
As shown in fig. 1 and 2, the multi-axle trolley bus based on the multi-axle trolley bus tracking system provided in this embodiment has a longer vehicle body and is composed of a plurality of wheel assemblies, each of which specifically includes at least three wheel assemblies, each wheel assembly includes an axle a and wheels (right wheel B1 and left wheel B2) at both ends of the axle a, and the axles a in the adjacent two wheel assemblies are connected by a hinge rod C. The multi-axle trolley bus in fig. 1 and 2 is composed of three two-wheel vehicle wheel assemblies, wherein a right wheel B1 and a left wheel B2 in each wheel assembly are independent driving wheels and are always vertical to an axle A of the trolley bus, and the trolley bus is externally connected with power supply equipment, has no steering wheel and mainly depends on the wheel speed difference of the right wheel B1 and the left wheel B2 when turning.
As shown in fig. 3, the tracking system based on the multi-axis trolley bus comprises a wheel driving device 1, an information acquisition device 2 and a computer controller 3, wherein: the wheel driving apparatus 1 includes a motor controller 11 and in-wheel motors 12, each in-wheel motor 12 having one motor controller 11 corresponding thereto. Each wheel driving device 1 is in driving connection with one wheel, namely, each right wheel B1 and each left wheel B2 are independently driven by one wheel hub motor 12, so that the wheel speed difference between the right wheel B1 and the left wheel B2 at two ends of an axle A is ensured, the axle A moves according to the preset wheel speed and direction, and further, the electronic differential movement and steering are realized under the condition that a steering wheel is not installed on a vehicle body.
The information acquisition device 2 is arranged on the vehicle and is used for acquiring the state information of each axle and the actual wheel speed. The output end of the information acquisition device 2 is connected with the input end of the computer controller 3, the computer controller 3 is used for receiving the axle state information and the actual wheel speed acquired by the information acquisition device 2, obtaining the expected wheel speed of the wheels corresponding to the axles A according to the axle state information, the expected path and the preset axle A wheel speed, and adjusting the driving signals transmitted to the wheel driving device 1 according to the expected wheel speed, the actual wheel speed and the vehicle control command so as to enable the actual wheel speed of each wheel to reach the expected wheel speed.
The "status information" includes at least position information and orientation information.
Through the embodiment, the actual wheel speed of each wheel can reach the expected wheel speed, the deviation of the vehicle can be corrected timely and accurately, the trolley can run smoothly, and each trolley can track the track well without or less influence of front and rear axles.
As a preferred embodiment of the information collection device 2, the information collection device 2 includes a navigation sub-device and a wheel speed detection sub-module, wherein: the navigation sub-device is arranged on a corresponding axle A of the vehicle, and is used for collecting and outputting the state information of the axle A. The output end of the navigation sub-device is connected with the input end of the computer controller 3, and the navigation sub-device outputs the acquired state information of the axle A to the computer controller 3. In this embodiment, the navigation sub-device includes a GPS mobile station and a reference station, wherein: the GPS mobile station is arranged on each axle A, the output end of the GPS mobile station and the output end of the GPS reference station are both connected with the input end of the differential module in a signal manner, and the output end of the differential module is connected with the input end of the computer controller 3. Because the single-point (one) GPS positioning has relative deviation, the embodiment can eliminate the influence of the relative deviation through the combined positioning of the two GPS and improve the relative positioning precision. The GPS reference station and the GPS mobile station simultaneously receive GPS signals from satellites, and the position of the reference station is fixed. A GPS mobile station is mounted on each axle a for movement with the vehicle. The longitude and latitude information of the mobile station is obtained during operation, and the longitude and latitude information of the mobile station and the reference station are subjected to differential operation through the differential module because of fixed errors of the longitude and latitude obtained by the single-point GPS, so that the position information of the mobile station relative to the reference station can be obtained, and the state information of the axle A is obtained. The differential module can be realized by adopting a corresponding differential circuit.
As another preferred embodiment of the information collecting device 2, the information collecting device 2 further includes a wheel speed detecting sub-device provided on the wheel driving device 1 for detecting an actual wheel speed of the wheel and inputting to the computer controller 3. For example: the wheel speed detection sub-device is arranged on the wheel hub motor of the left wheel and the wheel hub motor of the right wheel, and the output end of the wheel speed detection sub-device is connected with the input end of the computer controller 3. The wheel speed detection sub-device is used for detecting the actual wheel speeds of the left wheel and the right wheel.
As a further preferred embodiment of the information collecting device 2, the information collecting device 2 further comprises an angle memory, which is arranged at the connection part of each axle a and the hinge rod C, for collecting the included angle between the axle a and the hinge rod C.
As shown in fig. 4, as a preferred embodiment of the computer controller 3, the computer controller 3 includes a calculation module 31, a correction module 32, and a control module 33, wherein:
the calculation module 31 is configured to obtain a desired wheel speed of a corresponding wheel according to the axle status information, the expected path and a preset axle a wheel speed, where the desired wheel speed obtaining method specifically includes:
referring again to FIG. 2, FIG. 2 shows a wheel assembly including an axle A, a midpoint A0 of the axle, right and left wheels B1 and B2 at either end of the axle A, the intended path of the axle A being partially illustrated by the dashed line, a series of points P within a forward distance h of the axle A 1 ～P n (n is a natural number), an angle θ (hereinafter referred to as "angle deviation θ") between a perpendicular line to a midpoint A0 of the axle and the intended path, and a distance deviation d (hereinafter referred to as "distance deviation d") between the midpoint A0 of the axle a and the intended path.
Since the information acquisition device 2 is configured to acquire the status information of each axle a, according to the status information of the axle a, the radius of curvature R of the expected path in the range of the forward distance h, the angle θ between the perpendicular line of the midpoint A0 of the axle and the expected path, and the distance deviation d between the midpoint A0 of the axle a and the expected path can be obtained by the existing calculation method. Such as: the radius of curvature R is the range of the distance h in front of the current point of the expected path corresponding to the axle AA series of points P within 1 ～P n And performing arc fitting, and obtaining the integral curvature radius R by using a least square method. And obtaining the expected wheel speed of the wheels (the right wheel B1 and the left wheel B2) according to the data, wherein the expected wheel speed calculating method is specifically as follows:
setting a target wheel speed v of an axle A t After that, the wheel speed v of the midpoint A0 of the axle is ensured m Equal to the preset wheel speed v t In the case of (2), the expected wheel speed of the inner and outer wheels is obtained from the radius of curvature R of the expected path in the range of the front distance h as follows:
v min,R ＝(1-L/R)·v m ，v max,R ＝(1+L/R)·v m (1)
in the formula (1), L is half the pitch between the right wheel B1 and the left wheel B2.
If the radius of curvature R given by the intended path over the forward distance h is to the right of the vehicle, the desired wheel speed of the left wheel B2 is v lt,R ＝v max,R The expected wheel speed of the right wheel B1 is v rt,R ＝v min,R 。
If the radius of curvature R given by the intended path over the forward distance h is to the left of the vehicle, the desired wheel speed of the left wheel B2 is v lt,R ＝v min,R The expected wheel speed of the right wheel B1 is v rt,R ＝v max,R 。
If the electric car does not deviate from the expected path, the expected wheel speed of the wheels according to the formula (1) can run along the track, but when the distance deviation d and/or the angle deviation theta exist, the correction module 32 is required to correct the expected wheel speeds of the right wheel B1 of the left wheel B2 and the right wheel B1 in the formula (1), specifically, the correction module 32 is used for receiving the expected wheel speed v of the right wheel B1 calculated by the calculation module 31 rt,R And the desired wheel speed v of the left wheel B2 lt,R And respectively aiming at the expected wheel speed v of the right wheel B1 according to the distance deviation d and/or the angle deviation theta of the expected path and the vehicle rt,R And the desired wheel speed v of the left wheel B2 lt,R Correction is carried out, and the corrected expected wheel speed v of the left wheel B2 lt And the desired wheel speed v of the right wheel B1 rt The method comprises the following steps of:
v lt ＝(1+k d ·d+k angle ·θ)·v lt,R ，v rt ＝2·v m -v lt (2)
in the formula (2), when the trolley is shifted to the left of the expected path with respect to the left wheel B2, the distance deviation d is a positive value, and conversely is a negative value; when the deviation angle is driven in the direction of increasing the distance deviation, the angle deviation theta is a positive value, and conversely is a negative value; k (k) d And k angle The coefficients of the distance deviation d and the angle deviation theta, k d And k angle Size and magnitude order selection of (2) and v lt Corresponding to the size and unit of (a), but k d And k angle Is substantially unchanged. For example, v lt In cm/s, the size is 300cm/s, d is m, θ is rad, then k d Is 0.1, k angle 0.5. In addition, the maximum wheel speeds of the left and right wheels should be limited in case that the difference between the wheel speeds of the two wheels is too large, for example, v is limited when the left wheel speed is relatively fast lt_max ＝1.3·v m 。
The control module 33 is used for receiving the expected wheel speed v of the right wheel B1 corrected by the correction module 32 rt And the desired wheel speed v of the left wheel B2 lt And according to the corrected expected wheel speed v of the right wheel B1 rt Desired wheel speed v of left wheel B2 lt The actual wheel speed and the vehicle control command adjust the drive signal supplied to the wheel drive device 1 so that the actual wheel speed of the wheel reaches the desired wheel speed.
Further, as shown in fig. 5, in a preferred embodiment, the control module 33 includes a speed proportional relationship determination sub-module 331 and a speed proportional control sub-module 332, wherein: the speed proportional relation judging sub-module 331 is configured to receive the actual wheel speed information input by the information collecting device 2 and the expected wheel speed corrected by the correction module 32, and compare the actual wheel speed information with the expected wheel speed. If the actual wheel speeds of the left wheel and the right wheel in each wheel assembly meet the proportion relation of the corrected expected wheel speeds, the current comparison wheel speed of the left wheel and the current comparison wheel speed of the right wheel are respectively set to be the corresponding corrected expected wheel speeds, and an acceleration control instruction or an electric brake deceleration control instruction is output; otherwise, in the case where the actual wheel speeds of the left wheel and the right wheel in each of the wheel assemblies do not satisfy the proportional relation of the corrected desired wheel speeds thereof, the speed proportion control sub-module 332 calculates and controls the currently reached speed proportion according to the actual wheel speeds and the corrected desired wheel speeds, so as to set the current comparison wheel speeds of the wheels, and outputs an acceleration control command or an electric brake deceleration control command. The method comprises the following steps:
the speed proportion relation judging sub-module 331 receives the actual wheel speed information input by the information acquisition device 2, and the expected wheel speed v of the left wheel B2 corrected by the correction module 32 lt And the desired wheel speed v of the right wheel B1 rt To obtain the current comparison wheel speed v of the left wheel B2 lc And the current comparison wheel speed v of the right wheel B1 rc Current comparison wheel speed v of left wheel B2 lc And the current comparison wheel speed v of the right wheel B1 rc The obtaining method of the (C) is specifically as follows:
in the case where the actual wheel speeds of the left and right wheels in each of the wheel assemblies satisfy the proportional relationship of the corrected desired wheel speeds thereof, i.e., when the actual wheel speed v of the left wheel B2 in each of the wheel assemblies l Desired wheel speed v of left wheel B2 lt Actual wheel speed v of right wheel B1 r And the desired wheel speed v of the right wheel B1 rt The following relationships are satisfied: v l /v r ≈v lt /v rt Then the current comparison wheel speed v of the left wheel B2 lc And the current comparison wheel speed v of the right wheel B1 rc The method comprises the following steps of: v lc ＝v lt 。
In the case where the actual wheel speeds of the left and right wheels in each of the wheel assemblies do not satisfy the proportional relationship of the corrected desired wheel speeds, the speed proportion control sub-module 332 calculates the current comparative wheel speed v of the left wheel B2 from the actual wheel speed and the desired wheel speed of the wheels lc And the current comparison wheel speed v of the right wheel B1 rc The method comprises the following steps of:
when v l >v lt /v rt ·v r At the time, the current comparison wheel speed v of the left wheel B2 is set lc And the current comparison wheel speed v of the right wheel B1 rc The method comprises the following steps of:
v lc ＝v lt /v rt ·v r ，v rc ＝v rt (3)
and, the speed ratio control sub-module 332 sets the current comparison wheel speed v of the left wheel B2 lc And the current comparison wheel speed v of the right wheel B1 rc To the PID voltage drive sub-module 333.
When v r >v rt /v lt ·v l At the time, the current comparison wheel speed v of the left wheel B2 is set lc And the current comparison wheel speed v of the right wheel B1 rc The method comprises the following steps of:
v lc ＝v lt ，v rc ＝v rt /v lt ·v l (4)
and, the speed ratio control sub-module 332 sets the current comparison wheel speed v of the left wheel B2 lc And the current comparison wheel speed v of the right wheel B1 rc To the PID voltage drive sub-module 333.
In another preferred embodiment, the control module 33 further includes a PID voltage drive sub-module 333, wherein: the PID voltage driving sub-module 333 is configured to receive the acceleration control command or the electric brake deceleration control command given by the speed ratio relationship determining sub-module 331 or the speed ratio control sub-module 332, and if the acceleration is performed, obtain a voltage signal sent to the voltage controller 11 in the wheel driving device 1 according to the desired wheel speed and the actual wheel speed of the wheel, and if the electric brake is performed, set the voltage signal output by the voltage controller 11 to 0. That is, in the present embodiment, the actual wheel speed v of the left wheel B2 is controlled by the speed ratio control sub-module 332 and the PID voltage driving sub-module 333 l And the actual wheel speed v of the right wheel B1 r The adjustment is carried out, which is specifically as follows:
when the actual wheel speed of the left wheel B2 or the right wheel B1 is smaller than the current comparison wheel speed thereof, the speed ratio control sub-module 332 inputs an acceleration control command to the PID voltage driving sub-module 333, and the PID voltage driving sub-module 333 accelerates the corresponding wheel. When the actual wheel speed of the left wheel B2 or the right wheel B1 is greater than the current comparison wheel speed, the speed ratio control submodule 332 inputs an electric braking deceleration control command to the PID voltage driving submodule 333 and the relay 4, at this time, the PID voltage driving submodule 333 sets the input voltage of the corresponding wheel to 0, and the relay 4 controls the reverse gear of the corresponding motor controller to perform electric braking deceleration, at this time, the wheel hub in the wheel driving device 1 is kept to work, and then the wheel hub has a reverse acting force with the forward direction, so that the speed is reduced.
In the above embodiment, the PID voltage driving sub-module 333 obtains the driving signal supplied to the in-wheel motor in the wheel driving apparatus 1 as the voltage signal according to the desired wheel speed and the actual wheel speed of the wheel, and the voltage signal u is calculated as follows:
wherein k is p Is a proportionality coefficient, k i E (k) is the difference between the current comparison wheel speed and the actual wheel speed. k (k) p And k i Is obtained empirically and through field testing, and specific values are determined based on wheel speed units and voltage units, for example: the unit of the speed is cm/s, the unit of the voltage is mV, k is p Is 10, k i 0.2. Since the integrating part is easily saturated, it is necessary to set an upper limit value I for the integrating term in the above equation max I.e. whenSetting +.>I max Basically, the steady voltage corresponding to the desired wheel speed may be slightly larger than the steady voltage value.
In the above embodiments, the tracking system based on the multi-axis trolley bus further includes a relay 4, where the relay 4 is connected between the control module 33 and the wheel driving device 1, and is configured to receive the high-low level signal output by the speed ratio control sub-module 332 in the control module 33, and control the opening and closing of the contacts thereof, so as to control the forward rotation and reverse rotation gear of the motor controller 11 in the wheel driving device 1. Specifically, the motor controller 11 receives the acceleration voltage of 0-5V given by the PID voltage driving sub-module 333 in the computer controller 3 and/or the forward and reverse rotation gear controlled by the relay 4 and the power voltage of 360V, and the hub motor 12 is driven after the voltage is converted by the motor controller 11, and finally the hub motor 12 drives the corresponding wheel assembly to rotate. As shown in fig. 1 and 2, since the adjacent front and rear axles a are connected by a rigid hinge rod C and each wheel is a driving wheel, the wheel speeds of the adjacent front and rear axles a need to satisfy a certain relationship in order to ensure that the hinge rod C is not affected by the tensile compression between the axles a. As can be seen from fig. 1, in order to prevent the hinge rod C from being subjected to tensile or compressive force, taking the first axle a and the second axle a connected by the first hinge rod C as an example, the wheel speed relationship of the two axles a needs to satisfy:
v m1t ·cosθ 11 ＝v m2t ·cosθ 21
in the formula, v m1t Is the desired wheel speed, v, of the midpoint AO of the first axle a m2t Is the desired wheel speed, θ, of the midpoint AO of the second axle a 11 Is the included angle theta between the vertical line of the first axle A and the hinging rod C 21 Is the angle between the perpendicular to the second axis a and the hinge rod C.
If the expected wheel speed v of the midpoint AO of the second axle A m2t Determining the desired wheel speed v of the midpoint AO of the first axle a m1t The method comprises the following steps:
v m1t ＝v m2t ·cosθ 21 /cosθ 11
referring again to fig. 2, in addition, the method of determining the first axle a position is as follows:
the position coordinates of the second axle a are given by the information acquisition device 2, and the lateral deviation and the angular deviation of the second axle a from the intended path (dashed line portion in fig. 2) can be obtained. While the coordinates (x m1 ，y m1 ) Then the coordinate (x) of the midpoint A0 of the second axis a m2 ，y m2 ) As a reference, the included angle given by the length and angle of the hinge rod C is calculated:
x m1 ＝x m2 +d·sinθ 21 ，y m1 ＝y m2 +d·cosθ 21
wherein d isThe length of the hinge rod C. Included angle alpha between first axle A and second axle A 12 Is that
α 12 ＝θ 21 +θ 11
Accordingly, the desired wheel speeds of the right wheel B1 and the left wheel B2 of the first axle a are set to the desired wheel speed v of the midpoint A0 of the first axle a m1t As a reference, the calculation is performed according to the formula (1) and the formula (2). The wheel speed following of the first axle a is also performed according to the wheel speed following control instruction formula (3) and formula (4).
Similarly to the first axle A and the second axle A, the midpoint A0 of the third axle A expects a wheel speed v m3t Is according to the expected wheel speed v of the second axle A m2t The method comprises the following steps of:
v m3t ＝v m2t ·cosθ 22 /cosθ 32
the desired wheel speed and the wheel speed following control of the right wheel B1 and the left wheel B2 of the third axle a are the same as those of the first axle a described above, and are not described in detail herein.
The reason for selecting the wheel speed of the midpoint A0 of the second axle a as the reference is as described above: other wheel speed values calculated from the reference wheel speed are all progressively more and more fluctuating. If the desired wheel speed at the midpoint A0 of the first axle a is based on the desired wheel speed at the midpoint A0 of the second axle a, the desired wheel speed at the midpoint A0 of the third axle a is based on the desired wheel speed at the midpoint A0 of the second axle a, and the resulting desired wheel speed at the midpoint A0 of the third axle a is greatly fluctuated, which is disadvantageous for motion control and wheel speed following. However, if the expected wheel speeds of the midpoints A0 of the second axle a are selected as references, the expected wheel speeds of the midpoints A0 of the first axle a and the third axle a are directly calculated from the accurate expected wheel speeds of the midpoints A0 of the second axle a, so that the expected wheel speeds of the midpoints A0 of the first axle a and the third axle a do not fluctuate too much, and stable motion control is relatively easy to realize.
The above is only a preferable embodiment, and the desired wheel speed and the wheel speed following control of the other axles a are not determined based on the desired wheel speed of the midpoint A0 of the axle a other than the second axle a. The information acquisition device 2 is therefore also used for an angle memory (not shown in the figures) provided between each axle a and the articulated rod C to which it is connected, for acquiring the angle between each axle a and the articulated rod C to which it is connected. The computer controller 3 is further configured to obtain the wheel speeds of the axles a of the other wheel assemblies according to the wheel speeds of the preset axles a of one of the wheel assemblies and the included angle between the axle a of the wheel assembly and the hinge rod C connected with the axle a.
The invention also provides an electric car which comprises the tracking system based on the multi-axis trolley bus. The other parts of the trolley are all of the prior art and will not be described here.
Finally, it should be pointed out that: the above embodiments are only for illustrating the technical solution of the present invention, and are not limiting. Those of ordinary skill in the art will appreciate that: the technical schemes described in the foregoing embodiments may be modified or some of the technical features may be replaced equivalently; such modifications and substitutions do not depart from the spirit and scope of the technical solutions of the embodiments of the present invention.
Claims (6)
1. A multi-axis trolley bus-based tracking system, the multi-axis trolley bus comprises at least three wheel assemblies, each wheel assembly comprises an axle (a) and wheels at two ends of the axle (a), the multi-axis trolley bus-based tracking system is characterized in that the multi-axis trolley bus-based tracking system comprises a wheel driving device (1), an information acquisition device (2) and a computer controller (3), wherein: each wheel driving device (1) is in driving connection with one wheel, and the information acquisition device (2) is arranged on the vehicle and is used for acquiring state information of each axle and actual wheel speed; the computer controller (3) is connected with the information acquisition device (2) and is used for obtaining expected wheel speeds of wheels corresponding to all the axles (A) according to the axle state information, an expected path and preset axle (A) wheel speeds, and adjusting driving signals transmitted to the wheel driving device (1) according to the expected wheel speeds and the actual wheel speeds so as to enable the actual wheel speeds of all the wheels to reach the expected wheel speeds;
wherein the computer controller (3) comprises a calculation module (31), a correction module (32) and a control module (33), wherein: the calculation module (31) is used for obtaining the expected wheel speed of the corresponding wheel according to the axle state information, the expected path and the preset axle (A) wheel speed; the correction module (32) is used for correcting the expected wheel speed according to the angle deviation and/or the distance deviation of the expected path and the vehicle; the control module (33) is used for adjusting a driving signal transmitted to the wheel driving device (1) according to the corrected expected wheel speed and the actual wheel speed information so as to enable the actual wheel speed of the wheel to reach the expected wheel speed;
the control module (33) comprises a speed proportion relation judging sub-module (331) and a speed proportion control sub-module (332), wherein: the speed proportion relation judging submodule (331) is used for receiving and comparing the actual wheel speed information input by the information acquisition device (2) and the expected wheel speed corrected by the correction module (32), and if the actual wheel speeds of the left wheel and the right wheel in each wheel assembly meet the proportion relation of the corrected expected wheel speeds, the current comparison wheel speed of the left wheel and the current comparison wheel speed of the right wheel are respectively set as the corresponding corrected expected wheel speeds, and an acceleration control instruction or an electric braking deceleration control instruction is output; otherwise, the speed proportion control submodule (332) calculates and controls the current speed proportion to be achieved according to the actual wheel speed and the corrected expected wheel speed, and outputs an acceleration control command or an electric braking deceleration control command;
the control module (33) further comprises a PID voltage driving sub-module (333), the PID voltage driving sub-module (333) is used for receiving an acceleration control instruction or an electric braking deceleration control instruction given by the speed proportion relation judging sub-module (331) or the speed proportion control sub-module (332), if the acceleration is performed, a voltage signal transmitted to a motor controller (11) in the wheel driving device (1) is obtained according to the expected wheel speed and the actual wheel speed of the wheel, and if the acceleration is performed, the voltage signal output by the motor controller (11) is set to 0;
the speed ratio control sub-module (332) is configured to control the speed ratio of the wheel based on the actual wheel speed and the corrected desired wheelThe speed is calculated to obtain the current comparison wheel speed v of the left wheel lc And the current comparison wheel speed v of the right wheel rc The method comprises the following steps of:
when v l ＞v lt v rt ·v r V when (v) lc ＝v lt v rt ·v r ，v rc ＝v rt The method comprises the steps of carrying out a first treatment on the surface of the When v r ＞v rt v lt ·v l V when (v) lc ＝v lt ，v rc ＝v rt v lt ·v l ，v lt V for corrected left wheel desired wheel speed rt V for corrected right wheel desired wheel speed l Is the actual wheel speed of the left wheel, v r Is the actual wheel speed of the right wheel.
2. The multi-axis trolley bus-based tracking system as claimed in claim 1, wherein the axles (a) of two adjacent wheel assemblies are connected by a hinge rod (C), the information acquisition device (2) is further configured to acquire an included angle between each of the axles (a) and the hinge rod (C) to which the axle (a) is connected, and the computer controller (3) is further configured to obtain a desired wheel speed of the axles (a) of the other wheel assemblies based on a wheel speed of a preset axle (a) of one of the wheel assemblies and an included angle between the axle (a) of the wheel assembly and the hinge rod (C) to which the axle (a) is connected.
3. The multi-axis trolley bus-based tracking system as claimed in claim 1, wherein the PID voltage drive sub-module (333) obtains the voltage signal u delivered to the wheel drive device (1) from the desired wheel speed and the actual wheel speed of the wheel as follows:
wherein e (k) is the difference between the desired wheel speed and the actual wheel speed, k p Is a proportionality coefficient, k i Is an integral coefficient.
4. The multi-axis trolley bus-based tracking system as claimed in claim 1, further comprising a relay (4), wherein the relay (4) is connected between the speed ratio control sub-module (332) and the motor controller (11) for receiving a high-low level signal sent from the speed ratio control sub-module (332) to control forward and reverse gears in the motor controller (11).
5. The multi-axis trolley bus-based tracking system of claim 1, wherein the information acquisition device (2) comprises a navigation sub-module and a wheel speed detection sub-module, wherein: the navigation sub-module is arranged on the vehicle and is used for detecting the state information of each axle and inputting the state information into the computer controller (3); the wheel speed detection submodule is arranged on the wheel driving device (1) and is used for detecting the actual wheel speed of a wheel and inputting the actual wheel speed into the computer controller (3).
6. Trolley bus comprising a multi-axis trolley bus based tracking system according to any of claims 1 to 5.
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| CN108021136A (en) * | 2017-12-08 | 2018-05-11 | 北京奇虎科技有限公司 | Control method, device and the robot that Robot route of travel is advanced |
| CN108776740B (en) * | 2018-06-11 | 2020-06-16 | 浙江国自机器人技术有限公司 | Speed change curvature synchronization method and system for double-drive vehicle and related components |
| CN111833469B (en) * | 2019-04-18 | 2022-06-28 | 杭州海康威视数字技术股份有限公司 | Vehicle charging method and system applied to charging station |
| CN111941419B (en) * | 2019-05-15 | 2023-03-14 | 苏州科瓴精密机械科技有限公司 | Control method of self-moving robot and self-moving robot system |
| CN110580049A (en) * | 2019-10-30 | 2019-12-17 | 华强方特（深圳）科技有限公司 | tracking control method of trackless tourist car |
| CN112849222A (en) * | 2019-11-28 | 2021-05-28 | 中车株洲电力机车研究所有限公司 | Steering control method and device for following shaft |
| CN117284277B (en) * | 2023-11-27 | 2024-02-13 | 理工雷科智途(北京)科技有限公司 | Underground articulated unmanned vehicle path tracking method based on hierarchical steering |
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