RU2032926C1 - Method of control over equidistant traffic of vehicles and method of determination of angular and linear-side deviation of vehicle from reference path - Google Patents

Abstract

FIELD: traffic control systems. SUBSTANCE: method of determination of linear-side and angular β deviation of vehicle from reference path consists in measurement of course angles of two not matching "present navigation points" of reference path with the aid of two optico-electron, magnetic or other pickups. and b are found from expressions:

; where φ₁, φ₂ are measured course angles; r₁, r₂ are distances to navigation points, r₁≠ r₂. Presence of separate information on coordinates of β makes it possible to realize control proportionally-integral by angular and proportionally-differential by linear deviation of vehicle from specified path with decreased static and dynamic errors and time of transition process. For this purpose signal proportional to distance between reference and specified paths is formed and kept constant or changeable by preset law. This signal is subtracted from signal of linear-side deviation, signal of translational motion of vehicle is obtained. Signals of angular deviation and speed are multiplied, difference signal and signal of multiplication product are summed and action corresponding by value and sign to summary signal is sent to controlling wheels of vehicle. Use of not matching "present navigation points" also allows occasional bends of reference path to be smoothed under conditions of shuttle traffic. EFFECT: increased efficiency of traffic control. 5 cl, 7 dwg

Description

 The invention relates to traffic control, mainly of land vehicles.

 In many cases, the goal of controlling the movement of a land vehicle over significant sections of the track is to maintain a constant, including zero, distance to a certain line physically defined on the surface of movement of the line, i.e. ensuring the equidistance of motion. As an example, we can cite the movement of an agricultural unit relative to the border of a cultivated field plot, a car relative to a road marking strip or curb, a transport robot relative to a reference line, an airplane taking off and landing relative to a side border of a runway, a watercraft relative to the coast edge, etc.

 1. A vehicle (TS) will be called a control object equipped with a propulsion system and a traffic control system, and we will subdivide them into self-propelled and towed ones; the first will include single machines (for example, a tractor) and rigidly coupled (with the exception of the possibility of their mutual angular and (or) linear displacement, for example, mounted), units (a plow, seeder, etc.) with the machine, but not towed rigidly coupled (with the possibility of their relative angular and (or) linear displacement) aggregates with a towing machine (for example, wide-seeding sowing couplings of seeders).

 2. We will consider the traffic control system (CS) to be composed of three parts: sensors (D), control device (CS), executive body (IO); it can be manual (the operator fully performs the functions of D and UE), automated (the operator partially fulfills the functions of D and UE) and automatic (the operator does not participate in the movement control or only controls the operation of the SU). In a self-propelled vehicle, the executive body of the SU has its steering wheels, in a towed steering wheels of a towing machine; in manual and automated control systems, the operator also performs the functions of the drive of the executive body.

 3. The line physically defined on the motion surface and used to control the vehicle’s motion will be called the OT reference path; it can be straightforward and curved. Supporting trajectories can be divided into independent objects objectively existing in nature (for example, the edge of the coast) or artificially created in advance (for example, a lane of a road marking) and dependent created during each previous passage with a “shuttle” movement for each subsequent (for example, when moving agricultural units when plowing , sowing, etc.).

 4. Similarly, as is customary in navigation, we will consider the translational motion of the center of mass (ts.m) of a single vehicle, assuming that it is its equidistant movement that should be ensured that the vehicle moves on a flat surface and that its velocity vector always lies in plane parallel to this surface.

 Features of controlling the equidistant movement of other points of the machine or trailer will also be noted.

 5. The point of the surface (1, Fig. 1), above which is currently located c. m. TS, we will call the current place of the vehicle (in the absence of movement, the place of the vehicle).

 6. An equidistant OT line on the surface of movement along which the vehicle’s place should be moved will be called a given trajectory ZT).

 7. The vehicle trajectory of the vehicle actually obtained during the movement will be called the path line (LP).

 8. The normal projection of the vehicle’s location on the path line (1, Fig. 1) on the given and supporting trajectories will be called the vehicle location on the ST and OT, respectively (1'i 1 ", Fig. 1).

 9. The distance l between the place of the vehicle in the west and the place of the vehicle in the specified distance (ZD); the distance Δl between the place of the vehicle on the LP and the place of the vehicle on the ST linear linear lateral deviation (LBO); sum l + Δl l L current distance (TD).

 In the particular case, l and Δl can be equal to zero both together and separately.

относительный курс (ОК). Если

совпадает с продольной осью ТС или параллелен ей, то β- также и угловое отклонение (ОУ ТС) от ОТ.10. Angle β (/ β / ≥ 0) with a vertex at the point of the vehicle on the plane between the line parallel to the tangent to the OT at the place of the vehicle on the OT and the translational velocity vector

relative course (OK). If

coincides with the longitudinal axis of the vehicle or parallel to it, then β is also the angular deviation (OS TC) from OT.

 11. A point (mathematically), for example 2 (Fig. 1), or a segment (physically) of the OT adjacent to it, currently used (s) to determine Δl and β and lying (s) at a fixed distance r from the vehicle , will be called the current navigation point (TNT).

12. The angle φ _rear between the tangent to the ST with the vertex in the place of the vehicle at 3T (1) and the direction to the corresponding TNT (3, Fig. 1) the given course angle TNT. Each ST corresponds to its own (with constant r); angle φ _t with a vertex in the place of the vehicle on the LP between the direction to the corresponding (with constant r) TNT and a line parallel to the tangent to the OT in the place of the vehicle on the OT current heading angle TNT; if ST and PL coincide, then φ _ass = φ _t angle φ _c φ _t + β total course angle TNT.

 13. Yawing vehicle periodic fluctuations of the vehicle during movement relative to the ground, caused by both external and control influences.

 14. We introduce the concept of a continuous and discrete navigation field.

 We will consider continuous a field in which it is impossible to isolate a separate “power line” with the help of technical devices (electromagnetic field of omnidirectional radio engineering devices, magnetic, light, temperature and pressure, etc.). Such a field is characterized by gradients, relative to which it is possible to determine only the proper angular coordinates of objects, i.e. the angular position of the axes of the coordinate system associated with the object. The linear coordinate of an object in such a field can be determined only relative to its certain equipotential surface (for example, height relative to a surface with a fixed pressure).

 We consider discrete a navigation field consisting of “lines of force”, each of which can be distinguished by one or another device (laser beams, grooves, rows of plants, etc.), and with respect to which it is possible to determine both one's own angular and linear coordinates (range to this "power line").

 Obviously, the control of vehicles moving on the surface can be carried out using discrete navigation fields, the position of the "lines of force" of which has a deterministic connection with the movement surface. Each reference trajectory is such a “power line” of a discrete navigation field on the movement surface.

в каждый момент движения остается параллельным касательной к ОТ в текущем месте ТС на ОТ.It is obvious that the vehicle will move along an equidistant relative to the reference predetermined path, if its center of mass at the beginning of the path was on the ground and the velocity vector

at each moment of movement it remains parallel to the tangent to the OT at the current location of the vehicle on the OT.

 Such a movement in which the PL coincides with the ST and repeats the OT is called in [1, p. 25] the follower.

It is also obvious that the occurrence of UO β (Fig. 1) in the presence of translational motion of the vehicle leads to a change in the given distance l, otherwise, to the appearance of the LBO Δl, which (for small β) can be determined by the expression
Δl C ₁ ∫V (t) β (t) dt (1)
and its change with speed
Δl C ₂ V (t) β (t), (2)
and that a subsequent decrease in β to zero (for example, due to the control action) will lead to the exit of the vehicle to the portion of the PL (from point 4, Fig. 1) for which Δl ≠ 0, which is equidistant to the given and supporting paths.

A known method of controlling the movement of an agricultural unit along a given path, based on measuring only the forehead Δl. This method implements the proportional control law, known from the theory of automatic control [2], according to which the control action applied to the executive body of the control system has the form
y C ₃ Δl (3)
with the inevitable disadvantages of static error and overshoot during its implementation, which are noted in [1, p. 38] as follows: “without accurate and independent of Δl measurement β it is not possible to save the machine from yaw” (the notation given here in the links hereinafter corresponding to figure 1). The explanation for this is given in [3, p.31]
A known method of controlling the movement of an agricultural unit based on the use of a control signal proportional to the sum of the linear and angular coordinates Δl + β in practice, having the form
y C ₄ (Δ l + β) C ₄ [(φ _t φ _back ) + β] (4)
that [1, p. 44] "obviously, improves the quality of control, although the fact that the direct determination of β is excluded, suggests the impossibility of ensuring the tracking movement of the machine without yaw."

 From our point of view, the only obvious thing here is that this method also implements a proportional control law, and the quality improvement is due to the fact that the two-dimensional (in this case) system of proportional coupled control has lesser inherent disadvantages of the one-dimensional (in the first case) system.

 Such systems are implemented, for example, in car driving when performing a “rearrangement” maneuver, which switches off in displacing the vehicle by a certain amount in the direction perpendicular to the direction of movement (i.e., to a new trajectory that is equidistant to the previous one) and performed by increasing β) from zero ( for example, in t. 5, Fig. 1) to a certain value and its subsequent reduction to zero (section 5.6, Fig. 1) as Δl decreases, as well as in homing, in theory, which the plot of PL 5.6 (Fig. 1) wears the name is "chase curve".

 In [3, p.32], a method for controlling the movement of an agricultural unit based on the independent receipt of signals Δl and β) and their independent and sequential elimination was proposed. A proportional law would also be realized here, but such control is obviously not feasible, since after eliminating Δl, translational motion strictly along the ZT with Δl ≠ 0 is impossible, although it gradually decreases to zero, and, conversely, it is impossible to decrease β to zero with the subsequent elimination Δl.

 Nevertheless, a method based on the independent determination of LBO and UO will be considered the closest to the proposed one. It is easy to see that all the above methods are suitable for controlling the movement only directly along the reference trajectory, and not according to the equidistant given trajectory, i.e. solve a particular problem for the case of a zero given distance (l 0).

 Of the variety of well-known methods for determining the distance to material objects (radio engineering, radar, laser, etc.) in the practice of controlling the movement of ground vehicles, in particular agricultural units, only a direct measurement of the forehead from independent (wires with current, rows of plants) and dependent OTs is known [1, Ch. 4] [3, Ch. 3] implemented by contact and non-contact sensors mounted on complex mechanical structures that are carried outside the dimensions of the machine.

 The reliability of the information obtained during such measurements is low, and the limits of measurements (the value of the measured LBO) are small in practice.

(5)
Способ не пригоден при использовании вынесенных вперед по ходу ТС НТ (a' и b', фиг. 2) целесообразность чего отмечена в [1, c.44] так как при этом треугольник abc становится косоугольным abc₁, из всех элементов которого известна только одна сторона l_ab.A known method [1, p.67] of determining the OS of the vehicle, which consists in measuring the distances from some points a and b (figure 2) of the vehicle lying on a straight line parallel to its longitudinal axis (or coinciding with it), the distance between which l _ab to their places on OT a "and b" and the implementation of the dependency
sinβ ≈ β

(5)
The method is not suitable when using forward along the vehicle NT (a 'and b', Fig. 2) the feasibility of which is noted in [1, p. 44] since in this case the triangle abc becomes the oblique angle abc ₁ , of which all elements are known only one side l _ab .

A known method of obtaining a signal proportional to the sum of the coordinates L and β of the vehicle, consisting in measuring the total heading angle φ _c (Fig. 1) while keeping the distance r from the vehicle in the vehicle to the TNT constant. Known and implementing his device, containing contact electromechanical [1, p. 121-123] and non-contact scanning optical-electronic angle sensors φ _c proportional to which the signal is used as a control.

 The constancy of the value of r when using electromechanical sensors is provided by a mechanical device on which a sensing element is mounted. For optoelectronic sensors, r is the radius of the base of the cone, the lateral surface of which is described by a scanning beam, which remains constant at a constant installation height of the sensor above the motion surface.

The angle φ _c is a simple additive sum of the angles φ _t and β which does not give any idea of the values of the terms or their ratio (as noted in [1, p. 46] “the signals Δl and β are inseparable”) and, therefore, this method is not allows to obtain separately the coordinate signals L and β.

 However, the method of measuring the course angle of one TNT located at a fixed distance from the vehicle is the closest to the proposed method, the angular and linear coordinates of the vehicle are determined.

 The aim of the invention is to improve the quality of control by reducing static and dynamic errors and time of the transition process by moving the vehicle along a path that is equidistant reference.

 This goal is achieved by the fact that in the vehicle motion control method, according to which the distance signals from the vehicle to the reference path (signal of the current distance of the AP) and the angular deviation of the vehicle from the OT are separately received, the linear coordinate signal of the given path (signal of the specified distance of the AP) is additionally generated, subtract the signal ZD from the signal TD, receive the signal of the speed of translational motion of the vehicle, multiply it by the signal of the angular deviation, sum the difference signal and the product signal and act as a total signal on an executive body of the vehicle traffic control system.

Thus, the control signal, which can be given the expressions (1) and (2), is represented as y C ₅ (Ll) + C ₂ V (t) β (t) = C ₆ V (t) β (t) dt + C ₂ V (t) β (t), (6)
and for V const in the form
y C ₆ V∫β (t) dt + C ₂ Vβ (t) (7)
is proportional to the LBO and its derivative, as well as to the MA and its integral, and describes the law of coupled proportional-differential control, which ensures, as is known from the theory of automatic control, the minimum mismatch between the LBO and the proportional-integral astatic with the minimum dynamic error and the transition process time in the MA.

 It is easy to see that the proposed method is suitable for controlling motion along a reference path (a given distance l 0) and along an equidistant path (l ≠ 0).

 It is also obvious that the scope of the proposed method can be extended to control the movement along a series of successive non-coincident equidistant paths and (or) along a curved path, the coordinates of which relative to the OT are predefined in the function of the traversed vehicle path. For this purpose, it is sufficient to form an AP signal in the process of vehicle movement as a discrete or continuous function of the distance traveled.

(8)
β φ₁₍₂₎-

(9) где φ₁ φ₂ КУ первой (ТНТ₁) и второй (ТНТ₂) навигационных точек;
r₁, r₂ расстояния до первой и второй ТНТ, r₁ ≠ r₂.This goal is also achieved by the fact that, in addition to the known measurement of the heading angle of one TNT, they measure the KU of the second one that does not coincide with the first TNT, generate signals proportional to the predetermined ones (by the design of the heading angle sensor and the height of its installation on the vehicle above the motion surface) distances to TNT ₁ and TNT ₂ , and signal processing is performed in accordance with the expressions
L

(8)
β φ _{1 (2)} -

(9) where φ ₁ φ ₂ KU of the first (TNT ₁ ) and second (TNT ₂ ) navigation points;
r ₁ , r _{2 are the} distances to the first and second TNT, r ₁ ≠ r ₂ .

Let us show the validity of expressions (8) and (9). Refer to figa, b, where D ₁ , D ₂ sensors, N the height of the sensors, α ₁ α _{2 the} angles of the sensors, α ₂ α ₁ Δ α value that determines the difference r ₂ -r ₁ , the remaining designations are the same.

We note here that the inequality l <r ₁ <r ₂ should be fulfilled, and r ₁ should be greater than l by a certain quantity Δl ₁ that exceeds any admissible mismatch Δl _max and defines a "capture zone" (l ± Δl ₁ , while Δl ₁ can be and, as a rule, greater than l), within which an RT can be detected and a signal generated to control the output to it or the ST; this ensures the location of TNT ₁ and TNT ₂ in front of the vehicle, the appropriateness of which has already been noted and follows from the fact that, obviously, it is impossible to drive the vehicle looking, for example, to the side, and not forward, and the further forward, the greater the speed of the vehicle.

φ_c1=

+ β, откуда β φ_c1-

(10)
φ_т2=

φ_c2=

+ β, откуда β φ_c2-

(11)
Из (9) и (10) следует, что
φ_c1-

φ_c2-

или φ_c1-φ_c2=

L

(12)
и L

Подставив (12) в (10) или (11) получим
β φ_c1(2)-

или
β φ_c1(2)-

(13)
Разумеется, в формуле изобретения индексы "l" (φ_c1 φ_c2) могут быть опущены.To simplify the writing, the angles φ _t and φ _c will be considered small. Then
φ _t1 =

φ _c1 =

+ β, whence β φ _c1 -

(10)
φ _t2 =

φ _c2 =

+ β, whence β φ _c2 -

(eleven)
It follows from (9) and (10) that
φ _c1 -

φ _c2 -

or φ _c1 -φ _c2 =

L

(12)
and L

Substituting (12) into (10) or (11) we obtain
β φ _{c1 (2)} -

or
β φ _{c1 (2)} -

(13)
Of course, in the claims, the indices “l” (φ _c1 φ _c2 ) may be omitted.

 Let us analyze expressions (12) and (13) from the point of view of their technical implementation.

As sensors, any of the previously mentioned ones can be used, but the most promising authors consider non-contact optoelectronic sensors to generate electrical signals proportional to the total heading angle, obtaining a difference proportional to Δ φ φ _c1 φ _c2 does not cause any difficulty.

, которое, используя фиг.3,б, запишем в виде

(14)
Величины Н, α₁ α₂ выбираются из соображения возможности обнаружения датчиками ОТ на поверхности движения, при этом учитывается, что чем больше α₂ α₁ Δ α тем меньше отношение (14), определяющее чувствительность к рассогласованию γ отношение приращения выходного сигнала к приращению вызвавшего его рассогласования L или β ( γ₁=

γ₂=

).Consider the expression

, which, using figure 3, b, we write in the form

(fourteen)
The values of H, α ₁ α ₂ are selected from the consideration of the possibility of sensors detecting OT on the motion surface, taking into account that the more α ₂ α ₁ Δ α the lower is the ratio (14), which determines the sensitivity to mismatch γ, the ratio of the increment of the output signal to the increment of the its mismatch L or β (γ ₁ =

γ ₂ =

)

Δφ·H·f₁(α) (15)
β φ_c1-

φ_c1-Δφ·f₂(α) (16a)
или β φ_c2-

φ_c2-Δφ·f₃(α) (16б)
Пример реализующей соотношения (15)-(16,б) функциональной схемы приведен на фиг.4, где 7 задатчик сигналов H, f₁( α) и f₂( α) или f₃( α) устройство, содержащее, например, три потенциометра, сигналы которых выставляются после установки датчиков на ТС, и блоки вычитания, перемножения и деления этих сигналов; 8, 9, 10 устройства перемножения сигналов; остальные обозначения те же, что и выше и общепринятые. Отметим еще, что предлагаемый способ, как это следует из выражений (8, 9; 12, 13; 15, 16) обеспечивает определение координат той точки ТС, в которой или над которой установлены датчики.Another consideration for choosing Δ α will be given below. In view of (14), expressions (12) and (13) can be written as
L

ΔφHF ₁ (α) (15)
β φ _c1 -

φ _c1 -Δφf ₂ (α) (16a)
or β φ _c2 -

φ _c2 -Δφf ₃ (α) (16b)
An example of a functional diagram implementing relations (15) - (16, b) is shown in Fig. 4, where 7 is a signal generator H, f ₁ (α) and f ₂ (α) or f ₃ (α) a device containing, for example, three potentiometers, whose signals are set after the sensors are installed on the vehicle, and blocks for subtracting, multiplying and dividing these signals; 8, 9, 10 of the device multiplying signals; other designations are the same as above and generally accepted. We also note that the proposed method, as follows from the expressions (8, 9; 12, 13; 15, 16), provides the determination of the coordinates of the point of the vehicle at which or above which the sensors are installed.

 Figure 5 shows a functional diagram of a device that implements the proposed method described by expression (6).

Here: l _{n is the} specified distance of the first equidistant path or the initial coordinate of a non-equidistant path; l _s constant or changing signal ЗД, Δl _s signal ЛБО, L, β signals ТД and УО, V signal of speed of translational movement of the vehicle, у control signal, 11 signal adjuster ЗД, 12 factor.

 The proposed control method can be implemented by a fully automatic control system, which should include a steering machine that rotates the control wheels, or an automated control system in which a control signal is supplied, for example, to a direction indicator mounted in the driver's cab, which rotates the control wheels by his testimony by hand.

 If the device (Fig. 5) is designed to control the movement along one equidistant path, then the signal adjuster 11 may contain, for example, a potentiometer whose signal is set before the start of movement in proportion to the specified distance. Moreover, if, for example, it is necessary to avoid an obstacle, the driver can take control or manually change the ZD signal.

 If the device is designed to control the movement along a series of successive equidistant paths with their change during movement as a function of the distance traveled or along an unequal, predetermined rectilinear or curvilinear path, the control unit 11 contains an integrator-path sensor, to which the signal V is supplied, a potentiometer - initial distance sensor, program storage unit and ZD signal change unit.

 All shown in FIG. 4,5 blocks are typical units of pro-electronics, therefore, the development of electrical circuits corresponding to these functional on an accessible element base is a simple engineering task.

The proposed control method is designed to provide equidistant motion of that point of the vehicle, the coordinates of which are determined by the proposed method, i.e. The point at or above which sensors are installed. Therefore, if an equidistant movement of the vehicle point does not have to be provided, which does not coincide with, for example, point l (Fig. 6, where, in addition, are shown: possible installation point d of the sensors on a towing vehicle or a single vehicle, the point f of which must be equidistant motion provided, for example, during the return passage during the shuttle movement of the vehicle, l _{1 the} distance between points d and e, d and f, g is the possible installation point of the sensors on the towed unit, the remaining designations are the same), then the specified distance l should be increased by l ₁ . Indeed, as follows from FIG. 6, the LBO of the point e L _e Ll ₁ and after substituting the right-hand side of expression (6) in the first term, we obtain [(Ll ₁ ) -l] L- (l + l ₁ ). In this case, using the adjuster 11 (Fig. 5), a signal l _se corresponding to l _not l + l ₁ should be introduced into the control unit. The aforesaid is valid for a vehicle of a single machine or a unit rigidly connected to it, when the value of l ₁ can be determined in advance, and in the latter case, the sensors can be mounted both on the towing vehicle and, for example, at point g (Fig. 6) of the trailer. In the case of a non-rigid connection between the towing vehicle and the trailer, when the value of l _{1 is} not constant due to their possible linear displacement relative to each other and, therefore, cannot be taken into account when setting the signal l _se , it is obvious that the sensors should be installed on a towed unit .

 We also note that if the technical characteristics of the sensors do not allow one to determine the coordinates for forward and reverse passages when installing them on the symmetry axis of the vehicle (at points d or g) with one pair, then the proposed control method can be implemented using two pairs of sensors located at the edges TS (at points e and f) and alternately connected to the input of the block generating coordinates (figure 4).

 As an example of the implementation of the proposed methods, we consider the operation of an automated control system in which a control signal is supplied to an indicator (in the simplest case, an electromechanical switch) that reproduces it with minimal distortion and delay, according to which the driver manually rotates the control wheels of the vehicle, i.e. performs the function of their drive. First, the sensors are installed on the vehicle above that point ("set point"), the equidistant movement of which must be ensured, and using the adjusters of the coordinate generation unit and the control unit (they are structurally integrated into one device installed in the driver’s cab), they are pre-arranged tables or graphs (in the case of industrial manufacturing that implements the proposed methods of SU they are given in the operating instructions) source signals.

 The vehicle is brought to the beginning of the OT and set so that the control signal (deviation of the indicator arrow) becomes zero after some fluctuations indicating that the sensors “captured” the OT, which will indicate that the vehicle (its set point) is at a given distance l from 01 and that there is no angular deviation. The steering wheels of the vehicle are brought to a neutral position, after which you can begin to move.

Suppose that during movement due to disturbing influences, the steering wheels deviate and, starting from some point h of the given trajectory (Fig. 7), the given point of the vehicle starts to deviate from the ST with increasing RO and LBO begin to move along the real 11. In this case, the signals of UV β will be generated. and LBO Δl and the indicator will receive the sum of signals 13 proportional to Δl Vβ and 14 proportional to Δl ∫Vβdt, which is a control signal in automatic control and proportional to which the deviation of the indicator arrow at ₁ will be a "control signal" in the description current "indicator" system.

 When this signal appears, the driver will begin to return the control wheels to the neutral position, and then, to reduce the control signal, turn them in the direction opposite to the deviation caused by the disturbance. As a result of this, the UO will begin to decrease and to the point i (Fig. 7), the LP of the vehicle will come with Δl> 0, β 0 and the deployed steering wheels, which will lead to the appearance and growth of the UO of the opposite sign, whose signal will be subtracted from the signal Δl turn, decreasing due to the approximation of a given point of the vehicle to the ST.

The decrease in the control signal, the tendency to which can be identified even before point i (Fig. 7) depending on the ratio of the conversion coefficients C ₁ and C ₂ (see expressions 1,2) of the channels Δl and Δl and which is the task of the driver, will lead to so that the latter will again begin to return the steering wheels to the neutral position, as a result of which the vehicle will approach a certain point j of the LP with β = 0, Δl 0 and control wheels brought to the neutral position and will move further along the ST. Thus, the large value of the control signal at points h and i and, therefore, the high pace of rotation of the control wheels in their respective sections of the LP helps minimize the time (respectively, of the section of the ground) to eliminate the mismatch, leaving the ground with the simultaneous output of the control wheels to the neutral position eliminates dynamic error (vehicle yaw relative to the ground fault), and the proportionality of the control signal to the integral of the UO signal eliminates the static error (makes the system astatic). Obviously, the actions of a driver of a vehicle equipped with such an automated control system are no different from the actions of a driver who is guided by external landmarks (road marking strip, etc.) and performs a “rearrangement” maneuver, so we can hope that for an experienced driver the transition from “visual” Management to management "by indicator" will not be too difficult. The use of such “indicator” control systems is advisable when, for some reason (for example, a significant distance of the ST from the RT when controlling the movement of wide-seeding sowing units), visual orientation does not provide sufficient control accuracy and it is impossible (or impractical) to equip the vehicle with a steering machine, etc. e. turn SU into automatic.

The proposed method for determining the coordinates of the vehicle due to the presence of two sensors using non-matching TNTs makes it possible to implement the well-known [1, p. 117] method for smoothing random curvatures of the OT and filtering interference (for example, lumps of the earth, etc.) masking individual sections of the OT. This requires only a slight complication of the block generating coordinates and the choice of Δ α α ₂ α ₁ (Fig.3, b), providing a sufficient distance between the current navigation points.

Claims (4)

 1. The method of controlling the equidistant movement of the vehicle, including the operation of generating a signal proportional to the linear-lateral deviation of the vehicle from the reference path, and a signal proportional to the angular deviation of the vehicle from the reference path, characterized in that a signal proportional to the specified the distance between the reference and the given trajectories, subtract this signal from the signal proportional to the linear-lateral deviation of the transport funds from the reference path, thereby obtaining a signal proportional to the deviation of the vehicle deviation from the given path, generate a signal proportional to the translational speed of the vehicle, multiply the received signal by a signal proportional to the angular deviation of the vehicle from the reference path, the received signal is summed with the signal, proportional to the deviation of the vehicle from a given trajectory, and produce the corresponding value and sign of the total s Nala impact on the steered wheels of the vehicle.  2. The method according to claim 1, characterized in that when controlling the movement of a towed vehicle, the effect is exerted on the steering wheels of the towing vehicle.  3. The method according to claims 1 and 2, characterized in that the signal proportional to the predetermined distance between the reference and predetermined paths is changed during the movement of the vehicle according to a predetermined program as a function of the distance traveled or the time of movement. 4. The method of determining the angular and linear-lateral deviation of the vehicle from the reference path, comprising measuring the course angle of one current navigation point of the reference path located at a fixed distance from the vehicle, characterized in that the course angle of the second current navigation point located on the reference trajectories at a fixed distance from the vehicle, not equal to the distance to the first current navigation point, but the values of linear-lateral and angular opening -toxic determined by the expression

where φ ₁ , φ ₂ measured heading angles of the first and second current navigation points, respectively;
r ₁ , r _{2 are the} distances to the first and second current navigation points, respectively, r ₁ ≠ r ₂ .

Images