CN108791305B - Method, system and related device for synchronizing acceleration change curvature of double-drive vehicle - Google Patents
Method, system and related device for synchronizing acceleration change curvature of double-drive vehicle Download PDFInfo
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- CN108791305B CN108791305B CN201810595525.2A CN201810595525A CN108791305B CN 108791305 B CN108791305 B CN 108791305B CN 201810595525 A CN201810595525 A CN 201810595525A CN 108791305 B CN108791305 B CN 108791305B
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- B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
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Abstract
The application discloses a method for synchronizing acceleration change curvature of a double-drive vehicle, which comprises the steps of detecting a first average acceleration of a first wheel set and a second average acceleration of a second wheel set in a current period; calculating a first average acceleration curvature according to the first average acceleration, and calculating a second average acceleration curvature according to the second average acceleration; judging whether the curvature ratio of the first average acceleration curvature to the second average acceleration curvature is larger than a first preset value or not; and if so, sending an acceleration adjusting instruction to adjust the first average acceleration or the second average acceleration of the next period so as to enable the curvature ratio to be smaller than or equal to a second preset value. The method can solve the problem of vehicle yaw or driver error caused by the mechanical structure of the vehicle. The application also discloses a system for synchronizing the acceleration change curvature of the double-drive vehicle, a computer readable storage medium and a driver of the double-drive vehicle, which have the beneficial effects.
Description
Technical Field
The invention relates to the field of vehicle control, in particular to a method and a system for synchronizing acceleration change curvature of a double-drive vehicle, a computer-readable storage medium and a driver of the double-drive vehicle.
Background
The double-drive vehicle is a vehicle powered by front wheels or rear wheels, and has better flexibility. The essence of the double-drive vehicle lies in that a double-drive chassis is adopted, the double-drive chassis is a motion structure consisting of a left wheel, a right wheel and a left wheel driver, and due to the existence of two drivers and other mechanical structures, the problem that the speed tracking of one driver cannot follow the other driver, so that the vehicle drifts or the driver reports errors cannot be avoided.
In order to solve the problems, the prior art can only restore the normal running route of the vehicle through manual control, and a technical scheme for fundamentally solving the problem that the vehicle drifts or a driver reports errors due to the mechanical structure of the vehicle does not exist.
Therefore, how to solve the technical problem that the person skilled in the art needs to solve is how to solve the problem of vehicle yaw or driver error caused by the mechanical structure of the vehicle itself.
Disclosure of Invention
The application aims to provide a method and a system for synchronizing acceleration change curvature of a double-drive vehicle, a computer readable storage medium and a driver of the double-drive vehicle, which can solve the problem of vehicle yaw or driver error caused by the mechanical structure of the vehicle.
In order to solve the technical problem, the application provides a method for synchronizing acceleration change curvature of a dual-drive vehicle, which comprises the following steps:
detecting a first average acceleration of a first wheel set and a second average acceleration of a second wheel set in a current period;
calculating a first average acceleration curvature according to the first average acceleration, and calculating a second average acceleration curvature according to the second average acceleration;
judging whether the curvature ratio of the first average acceleration curvature to the second average acceleration curvature is larger than a first preset value or not;
if so, issuing an acceleration adjusting instruction to adjust the first average acceleration or the second average acceleration of the next period so as to enable the curvature ratio to be smaller than or equal to a second preset value; wherein the first preset value is greater than the second preset value.
Optionally, the detecting a first average acceleration of the first wheel set and a second average acceleration of the second wheel set in the current period includes:
acquiring a first average speed of the first wheel set in the current period and a first historical average speed of the first wheel set in the previous period, and calculating the first average acceleration according to the first average speed and the first historical average speed;
and acquiring a second average speed of the second wheel set in the current period and a second historical average speed of the second wheel set in the previous period, and calculating the second average acceleration according to the second average speed and the second historical average speed.
Optionally, calculating a first average acceleration curvature according to the first average acceleration, and calculating a second average acceleration curvature according to the second average acceleration includes:
acquiring a first historical acceleration of the first wheel set in the previous period, and calculating a first average acceleration curvature according to the first historical acceleration and the first average acceleration;
and acquiring a second historical acceleration of the second wheel set in the previous period, and calculating a second average acceleration curvature according to the second historical acceleration and the second average acceleration.
Optionally, issuing an acceleration adjustment instruction to adjust the first average acceleration and/or the second average acceleration of the next period, so that the curvature ratio is smaller than or equal to a second preset value includes:
judging whether the first average acceleration curvature is larger than the second average acceleration curvature;
if so, issuing the acceleration adjusting instruction to the first wheel set, and adjusting the first average acceleration curvature of the next period so as to enable the adjusted first average acceleration curvature to be equal to a second average acceleration curvature at the current moment;
and if not, issuing the acceleration adjusting instruction to the second wheel set, and adjusting the second average acceleration curvature of the next period so as to enable the adjusted second average acceleration curvature to be equal to the first average acceleration curvature at the current moment.
The application also provides a two vehicle acceleration change camber synchronous system that drive, this two vehicle acceleration change camber synchronous system that drives includes:
the acceleration detection module is used for detecting a first average acceleration of the first wheel set and a second average acceleration of the second wheel set in the current period;
the curvature calculation module is used for calculating a first average acceleration curvature according to the first average acceleration and calculating a second average acceleration curvature according to the second average acceleration;
the judging module is used for judging whether the curvature ratio of the first average acceleration curvature to the second average acceleration curvature is larger than a first preset value or not;
the adjusting module is used for issuing an acceleration adjusting instruction to adjust the first average acceleration or the second average acceleration of the next period when the curvature ratio is larger than the first preset value, so that the curvature ratio is smaller than or equal to a second preset value; wherein the first preset value is greater than the second preset value.
Optionally, the acceleration detection module includes:
a first acceleration obtaining unit, configured to obtain a first average speed of the first wheel set in the current period and a first historical average speed of the first wheel set in a previous period, and calculate the first average acceleration according to the first average speed and the first historical average speed;
and the second acceleration acquisition unit is used for acquiring a second average speed of the second wheel set in the current period and a second historical average speed of the second wheel set in the previous period, and calculating the second average acceleration according to the second average speed and the second historical average speed.
Optionally, the curvature calculating module includes:
a first curvature obtaining unit, configured to obtain a first historical acceleration of the first wheel set in the previous cycle, and calculate a first average acceleration curvature according to the first historical acceleration and the first average acceleration;
and the second curvature acquisition unit is used for acquiring a second historical acceleration of the second wheel set in the previous period and calculating a second average acceleration curvature according to the second historical acceleration and the second average acceleration.
Optionally, the adjusting module includes:
a curvature determination unit that determines whether the first average acceleration curvature is larger than the second average acceleration curvature;
a first adjusting unit, configured to issue the acceleration adjusting instruction to the first wheel set when the first average acceleration curvature is greater than the second average acceleration curvature, and adjust the first average acceleration curvature of the next cycle so that the adjusted first average acceleration curvature is equal to the second average acceleration curvature at the current time;
and the second adjusting unit is used for issuing the acceleration adjusting instruction to the second wheel set when the second average acceleration curvature is smaller than the first average acceleration curvature, and adjusting the second average acceleration curvature of the next period so as to enable the adjusted second average acceleration curvature to be equal to the first average acceleration curvature at the current moment.
The application also provides a computer readable storage medium, which stores a computer program, and the computer program realizes the steps executed by the acceleration change curvature synchronization method of the double-drive vehicle when being executed.
The application also provides a driver of the double-drive vehicle, which comprises a memory and a processor, wherein the memory stores a computer program, and the processor realizes the steps executed by the acceleration change curvature synchronization method of the double-drive vehicle when calling the computer program in the memory.
The invention provides a method for synchronizing acceleration change curvatures of a double-drive vehicle, which comprises the steps of detecting a first average acceleration of a first wheel set and a second average acceleration of a second wheel set in a current period; calculating a first average acceleration curvature according to the first average acceleration, and calculating a second average acceleration curvature according to the second average acceleration; judging whether the curvature ratio of the first average acceleration curvature to the second average acceleration curvature is larger than a first preset value or not; if so, issuing an acceleration adjusting instruction to adjust the first average acceleration or the second average acceleration of the next period so as to enable the curvature ratio to be smaller than or equal to a second preset value; wherein the first preset value is greater than the second preset value.
Because of the many other configurations of the dual drive chassis, the speed tracking rates of the first and second wheel sets may be biased. When the speed tracking rates of the wheels on the two sides are equal, the actual running path of the vehicle conforms to the preset path, otherwise, the vehicle can yaw. The reason why the speed tracking rates of the wheels at the two sides are different is that the difference of the executable acceleration of the wheels at the two sides is too large, so that the speed change rates of the wheels at the two sides can be adjusted by changing the maximum acceleration of the wheels at the two sides, and further the speed tracking rates of the wheel sets at the two sides of the vehicle body and the posture change rate of the vehicle body are unified, and finally the actual driving route of the vehicle meets the preset requirement. Based on the above, the first average acceleration curvature and the second average acceleration curvature are calculated by obtaining the first average acceleration and the second average acceleration of the first wheel set and the second wheel set in the current period, and whether the ratio of the first average acceleration curvature to the second average acceleration curvature meets the first preset value or not is judged to evaluate whether the problem of vehicle yaw or driver error caused by the overlarge difference of the acceleration curvatures of the first wheel set and the second wheel set exists or not. If the curvature ratio is larger than the first preset value, the curvature ratio is smaller than the second preset value within a reasonable range by changing the average acceleration of the next period of the first wheel set or the second wheel set. The speed change is reflected by the acceleration curvature change, if the acceleration curvature of the current side is too large compared with the opposite acceleration curvature, the speed of the side wheel is increased faster than that of the opposite side wheel, and the side is caused to be deviated, so that the acceleration curvature of the side needs to be reduced, namely the acceleration of the side in the lower period is reduced, and the other side is ensured to track well. Therefore, the scheme can solve the problem of vehicle yaw or driver error report caused by the mechanical structure of the vehicle by changing the average acceleration of the first wheel set or the second wheel set, and the yaw probability of the vehicle is reduced. The application also provides a system for synchronizing the acceleration change curvature of the double-drive vehicle, a computer readable storage medium and a driver of the double-drive vehicle, which have the beneficial effects and are not repeated herein.
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In order to more clearly illustrate the embodiments of the present application, the drawings needed for the embodiments will be briefly described below, and it is obvious that the drawings in the following description are only some embodiments of the present application, and that other drawings can be obtained by those skilled in the art without inventive effort.
FIG. 1 is a flow chart of a method for synchronizing acceleration change curvature of a dual drive vehicle according to an embodiment of the present disclosure;
FIG. 2 is a flow chart of another method for synchronizing acceleration change and curvature of a dual-drive vehicle according to an embodiment of the present application;
FIG. 3 is a graph of acceleration versus time for normal tracking;
FIG. 4 is a graph of acceleration versus time for an abnormal trace;
fig. 5 is a schematic structural diagram of an acceleration change curvature synchronization system of a dual-drive vehicle according to an embodiment of the present application.
Detailed Description
In order to make the objects, technical solutions and advantages of the embodiments of the present application clearer, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the drawings in the embodiments of the present application, and it is obvious that the described embodiments are some embodiments of the present application, but not all embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present application.
Referring to fig. 1, fig. 1 is a flowchart of a method for synchronizing acceleration change curvature of a dual-drive vehicle according to an embodiment of the present disclosure.
The specific steps may include:
s101: detecting a first average acceleration of a first wheel set and a second average acceleration of a second wheel set in a current period;
the embodiment is an improvement on the driver of the dual-drive vehicle, and can be applied to the purposes of reducing the difference of speed change curvatures of the left wheel and the right wheel of the dual-drive vehicle and reducing the yaw probability of the vehicle under the control of any controller.
Since the present embodiment is directed to the control manner of the dual-drive vehicle during the variable acceleration movement, the acceleration of the first wheel set and the acceleration of the second wheel set are constantly changing during the variable acceleration movement. The first average acceleration of the first wheel set and the second average acceleration of the second wheel set in the current period are obtained in this step, and the average acceleration of the first wheel set may be obtained in various ways, for example, the average acceleration in the current period is calculated by obtaining the speed change conditions at different times in the current period, and then the average acceleration in the current period is calculated by obtaining the average speed in the current period and the average speed in the previous period. Whatever method is used to obtain the average acceleration for the current cycle, the purpose of this step is to understand the variable acceleration behavior of the first and second wheel sets during the current cycle.
It should be noted that in practice the drive changes the rotational speed of the first wheel set, which can be understood as the drive changing the speed of the first wheel set, since the first wheel set is of a fixed diameter. The above description also applies to the second wheel set, and is not repeated here. In this embodiment, the process of detecting the speed conditions of the first wheel set and the second wheel set is divided into a plurality of cycles, and the duration of the cycles can be flexibly set according to implementation conditions.
S102: calculating a first average acceleration curvature according to the first average acceleration, and calculating a second average acceleration curvature according to the second average acceleration;
the purpose of this step is to obtain the acceleration change conditions of the first wheel set and the second wheel set: a first average acceleration curvature and a second average acceleration curvature. This step is to default to having obtained the first average acceleration and the second average acceleration of the previous cycle, and the average acceleration curvature may be calculated by calculating the difference between the average acceleration of the current cycle and the average acceleration of the previous cycle and dividing by the duration of one cycle by the following method.
Under the ideal condition that no transmission error or environmental error occurs, the first speed tracking rate and the second speed tracking rate at any time are completely consistent, in this case, the dual-drive vehicle can run according to a specified route, and the driver does not have the phenomenon of error report because the first wheel set or the second wheel set cannot follow the opposite side. In the process of variable acceleration movement, if the difference between the first average acceleration curvature of the first wheel set and the second average acceleration curvature of the second wheel set is too large, the acceleration track deviation of the first wheel set and the second wheel set is too large, and then the vehicle is in yaw, so that normal vehicle driving is influenced.
S103: judging whether the curvature ratio of the first average acceleration curvature to the second average acceleration curvature is larger than a first preset value or not; if yes, entering S104; if not, ending the flow;
when the curvature ratio is greater than the first preset value, the step of adjusting the average valence speed of the next period in S105 may be performed; when the tracking rate difference is less than or equal to the first preset value, the determination process in this step may be ended, and as a preferred embodiment, after the curvature ratio is less than or equal to the first preset value, the operations in S101 to S103 may be executed again with a delay for a preset time until the condition in S103 is satisfied or the dual drive vehicle stops moving.
It should be added that the first preset value is a value set by a person skilled in the art by comprehensively considering the vehicle performance and the environment in which the vehicle runs, and when the curvature ratio is greater than the first preset value, the vehicle will be severely yawed, which affects normal vehicle driving.
S104: issuing an acceleration adjusting instruction to adjust the first average acceleration or the second average acceleration of the next period so as to enable the curvature ratio to be smaller than or equal to a second preset value; wherein the first preset value is greater than the second preset value.
In this step, on the premise that the curvature ratio is determined to be greater than the first preset value in S103, the curvature ratio of the first wheel set and the second wheel set needs to be changed. The operation of adjusting the first average acceleration or the second average acceleration in this step is performed on the driver level, and it can be understood that when the curvature ratio is greater than the first preset value, because there is a problem that the wheel set on one side cannot follow the speed of the wheel set on the other side due to mechanical transmission, it is impossible to reduce the difference of the tracking ratio by changing the average acceleration of the wheel set with smaller average acceleration curvature, so the average acceleration of the wheel set with larger average acceleration curvature should be changed. That is, the "adjust the first average acceleration or the second average acceleration for the next cycle" in S104 actually means to change the acceleration of the wheel group having the larger average acceleration curvature among the first wheel group and the second wheel group.
It is understood that, the specific value of the average acceleration of the first wheel set or the average acceleration of the second wheel set is not limited herein, as long as the adjusted difference of the velocity tracking rates is smaller than the second preset value. It can be understood that the second preset value is set according to the practical application condition of the scheme, and the significance of the second preset value set here is that when the curvature ratio is smaller than the second preset value, even if certain deviation exists in the acceleration changes of the first wheel set and the second wheel set, the normal running of the dual-drive vehicle cannot be obviously affected, and the driver cannot be reported in error. Of course, as a preferred embodiment, the adjusted first average acceleration curvature and the second average acceleration curvature may be equal, that is, the curvature ratio is 1.
Because of the many other configurations of the dual drive chassis, the speed tracking rates of the first and second wheel sets may be biased. When the speed tracking rates of the wheels on the two sides are equal, the actual running path of the vehicle conforms to the preset path, otherwise, the vehicle can yaw. The reason why the speed tracking rates of the wheels on the two sides are inconsistent is that the difference of the acceleration of the wheels on the two sides is overlarge, so that the speed tracking rates can be changed by changing the acceleration of the wheels on the two sides to adjust the speeds of the wheels on the two sides, and finally the actual driving route of the vehicle meets the preset requirement. Based on this, in this embodiment, the first average acceleration curvature and the second average acceleration curvature are calculated by obtaining the first average acceleration and the second average acceleration of the first wheel set and the second wheel set in the current period, and it is determined whether the ratio of the first average acceleration curvature to the second average acceleration curvature meets the first preset value to evaluate whether there is a problem of vehicle yaw or driver error caused by an excessively large difference between the acceleration curvatures of the first wheel set and the second wheel set. If the curvature ratio is larger than the first preset value, the curvature ratio is smaller than the second preset value within a reasonable range by changing the average acceleration of the next period of the first wheel set or the second wheel set. The embodiment can solve the problem of vehicle yaw or driver error caused by the mechanical structure of the vehicle and reduce the probability of vehicle yaw by changing the average acceleration of the first wheel set or the second wheel set.
Referring to fig. 2, fig. 2 is a flowchart of another method for synchronizing acceleration change curvature of a dual-drive vehicle according to an embodiment of the present disclosure.
The specific steps may include:
s201: acquiring a first average speed of the first wheel set in the current period and a first historical average speed of the first wheel set in the previous period, and calculating the first average acceleration according to the first average speed and the first historical average speed;
s202: and acquiring a second average speed of the second wheel set in the current period and a second historical average speed of the second wheel set in the previous period, and calculating the second average acceleration according to the second average speed and the second historical average speed.
S203: acquiring a first historical acceleration of the first wheel set in the previous period, and calculating a first average acceleration curvature according to the first historical acceleration and the first average acceleration;
s204: and acquiring a second historical acceleration of the second wheel set in the previous period, and calculating a second average acceleration curvature according to the second historical acceleration and the second average acceleration.
S205: judging whether the curvature ratio of the first average acceleration curvature to the second average acceleration curvature is larger than a first preset value or not; if yes, entering S201; if not, the process goes to S206;
s206: judging whether the first average acceleration curvature is larger than the second average acceleration curvature; if yes, entering S207; if not, the step S208 is entered;
s207: issuing the acceleration adjusting instruction to the first wheel set, and adjusting the first average acceleration curvature of the next period so as to enable the adjusted first average acceleration curvature to be equal to a second average acceleration curvature at the current moment;
s208: and issuing the acceleration adjusting instruction to the second wheel set, and adjusting the second average acceleration curvature of the next period so as to enable the adjusted second average acceleration curvature to be equal to the first average acceleration curvature at the current moment.
Referring to fig. 3 and 4, fig. 3 is a graph showing the relationship between acceleration and time during normal tracking, and fig. 4 is a graph showing the relationship between acceleration and time during abnormal tracking; the operation flow of the above embodiment is described by a specific example with reference to fig. 3 and fig. 4 as follows:
for example: the first wheel set has three consecutive periods of speed 70000counts/ms, 107000counts/ms, and 149000 counts/ms. One period is 10ms, so the acceleration of the last period is 3700counts/ms2The acceleration of the current period is 4200counts/ms2, and the acceleration curvature is 50counts/ms 3. The second wheel set has three consecutive periods with speeds of 125000counts/ms, 165000counts/ms, and 218000 counts/ms. One period is 10ms, so the acceleration of the last period is 4000counts/ms2The periodic acceleration is 5300counts/ms2Acceleration curvature of 130counts/ms3. The acceleration curvature ratio is 2.6, so that the first wheel set is judged not to be tracked, and the issued acceleration of the second wheel set in the next period is changed into 5300+50 × 10-5800 counts/ms2. As shown in fig. 4, the curvature of acceleration varies significantly over time 50 to 100 on the horizontal axis, and the total track is in place after the acceleration is adjusted. The first wheel set cannot track the first wheel set, and then the second wheel set issues acceleration change in the next period, so that the problem of overall tracking is avoided. Namely: the problem of vehicle yaw or driver error caused by the mechanical structure of the vehicle itself is solved by changing the average acceleration of the first or second wheel set.
Referring to fig. 5, fig. 5 is a schematic structural diagram of an acceleration change curvature synchronization system of a dual-drive vehicle according to an embodiment of the present disclosure;
the system may include:
the acceleration detection module 100 is configured to detect a first average acceleration of a first wheel set and a second average acceleration of a second wheel set in a current period;
a curvature calculation module 200, configured to calculate a first average acceleration curvature according to the first average acceleration, and calculate a second average acceleration curvature according to the second average acceleration;
the judging module 300 is configured to judge whether a curvature ratio of the first average acceleration curvature to the second average acceleration curvature is greater than a first preset value;
the adjusting module 400 is configured to issue an acceleration adjusting instruction to adjust the first average acceleration or the second average acceleration of the next period when the curvature ratio is greater than the first preset value, so that the curvature ratio is less than or equal to a second preset value; wherein the first preset value is greater than the second preset value.
Optionally, the acceleration detecting module 100 includes:
a first acceleration obtaining unit, configured to obtain a first average speed of the first wheel set in the current period and a first historical average speed of the first wheel set in a previous period, and calculate the first average acceleration according to the first average speed and the first historical average speed;
and the second acceleration acquisition unit is used for acquiring a second average speed of the second wheel set in the current period and a second historical average speed of the second wheel set in the previous period, and calculating the second average acceleration according to the second average speed and the second historical average speed.
Optionally, the curvature calculating module 200 includes:
a first curvature obtaining unit, configured to obtain a first historical acceleration of the first wheel set in the previous cycle, and calculate a first average acceleration curvature according to the first historical acceleration and the first average acceleration;
and the second curvature acquisition unit is used for acquiring a second historical acceleration of the second wheel set in the previous period and calculating a second average acceleration curvature according to the second historical acceleration and the second average acceleration.
Optionally, the adjusting module 400 includes:
a curvature determination unit that determines whether the first average acceleration curvature is larger than the second average acceleration curvature;
a first adjusting unit, configured to issue the acceleration adjusting instruction to the first wheel set when the first average acceleration curvature is greater than the second average acceleration curvature, and adjust the first average acceleration curvature of the next cycle so that the adjusted first average acceleration curvature is equal to the second average acceleration curvature at the current time;
and the second adjusting unit is used for issuing the acceleration adjusting instruction to the second wheel set when the second average acceleration curvature is smaller than the first average acceleration curvature, and adjusting the second average acceleration curvature of the next period so as to enable the adjusted second average acceleration curvature to be equal to the first average acceleration curvature at the current moment.
Since the embodiment of the system part corresponds to the embodiment of the method part, the embodiment of the system part is described with reference to the embodiment of the method part, and is not repeated here.
The present application also provides a computer readable storage medium having stored thereon a computer program which, when executed, may implement the steps provided by the above-described embodiments. The storage medium may include: various media capable of storing program codes, such as a usb disk, a removable hard disk, a Read-Only Memory (ROM), a Random Access Memory (RAM), a magnetic disk, or an optical disk.
The application also provides a driver of a dual-drive vehicle, which may include a memory and a processor, wherein the memory stores a computer program, and the processor may implement the steps provided in the foregoing embodiments when calling the computer program in the memory. Of course, the drive of the dual-drive vehicle may also comprise various network interfaces, power supplies and other components.
The embodiments are described in a progressive manner in the specification, each embodiment focuses on differences from other embodiments, and the same and similar parts among the embodiments are referred to each other. For the system disclosed by the embodiment, the description is relatively simple because the system corresponds to the method disclosed by the embodiment, and the relevant points can be referred to the method part for description. It should be noted that, for those skilled in the art, it is possible to make several improvements and modifications to the present application without departing from the principle of the present application, and such improvements and modifications also fall within the scope of the claims of the present application.
It is further noted that, in the present specification, relational terms such as first and second, and the like are used solely to distinguish one entity or action from another entity or action without necessarily requiring or implying any actual such relationship or order between such entities or actions. Also, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising an … …" does not exclude the presence of other identical elements in a process, method, article, or apparatus that comprises the element.
Claims (8)
1. A method for synchronizing acceleration change curvature of a double-drive vehicle is applied to a driver, and is characterized by comprising the following steps:
detecting a first average acceleration of a first wheel set and a second average acceleration of a second wheel set in a current period;
calculating a first average acceleration curvature according to the first average acceleration, and calculating a second average acceleration curvature according to the second average acceleration;
judging whether the curvature ratio of the first average acceleration curvature to the second average acceleration curvature is larger than a first preset value or not;
if so, issuing an acceleration adjusting instruction to adjust the first average acceleration or the second average acceleration of the next period so as to enable the curvature ratio to be smaller than or equal to a second preset value; wherein the first preset value is greater than the second preset value;
wherein issuing an acceleration adjustment instruction to adjust the first average acceleration and/or the second average acceleration of the next period so that the curvature ratio is less than or equal to a second preset value comprises:
judging whether the first average acceleration curvature is larger than the second average acceleration curvature;
if so, issuing the acceleration adjusting instruction to the first wheel set, and adjusting the first average acceleration curvature of the next period so as to enable the adjusted first average acceleration curvature to be equal to a second average acceleration curvature at the current moment;
and if not, issuing the acceleration adjusting instruction to the second wheel set, and adjusting the second average acceleration curvature of the next period so as to enable the adjusted second average acceleration curvature to be equal to the first average acceleration curvature at the current moment.
2. The method for synchronizing acceleration change curvature of a dual drive vehicle according to claim 1, wherein the detecting a first average acceleration of a first wheel set and a second average acceleration of a second wheel set in a current cycle comprises:
acquiring a first average speed of the first wheel set in the current period and a first historical average speed of the first wheel set in the previous period, and calculating the first average acceleration according to the first average speed and the first historical average speed;
and acquiring a second average speed of the second wheel set in the current period and a second historical average speed of the second wheel set in the previous period, and calculating the second average acceleration according to the second average speed and the second historical average speed.
3. The dual drive vehicle acceleration change curvature synchronization method according to claim 2, wherein calculating a first average acceleration curvature from the first average acceleration and calculating a second average acceleration curvature from the second average acceleration includes:
acquiring a first historical acceleration of the first wheel set in the previous period, and calculating a first average acceleration curvature according to the first historical acceleration and the first average acceleration;
and acquiring a second historical acceleration of the second wheel set in the previous period, and calculating a second average acceleration curvature according to the second historical acceleration and the second average acceleration.
4. A dual drive vehicle acceleration change curvature synchronization system, comprising:
the acceleration detection module is used for detecting a first average acceleration of the first wheel set and a second average acceleration of the second wheel set in the current period;
the curvature calculation module is used for calculating a first average acceleration curvature according to the first average acceleration and calculating a second average acceleration curvature according to the second average acceleration;
the judging module is used for judging whether the curvature ratio of the first average acceleration curvature to the second average acceleration curvature is larger than a first preset value or not;
the adjusting module is used for issuing an acceleration adjusting instruction to adjust the first average acceleration or the second average acceleration of the next period when the curvature ratio is larger than the first preset value, so that the curvature ratio is smaller than or equal to a second preset value; wherein the first preset value is greater than the second preset value;
wherein the adjustment module comprises:
a curvature determination unit that determines whether the first average acceleration curvature is larger than the second average acceleration curvature;
a first adjusting unit, configured to issue the acceleration adjusting instruction to the first wheel set when the first average acceleration curvature is greater than the second average acceleration curvature, and adjust the first average acceleration curvature of the next cycle so that the adjusted first average acceleration curvature is equal to the second average acceleration curvature at the current time;
and the second adjusting unit is used for issuing the acceleration adjusting instruction to the second wheel set when the second average acceleration curvature is smaller than the first average acceleration curvature, and adjusting the second average acceleration curvature of the next period so as to enable the adjusted second average acceleration curvature to be equal to the first average acceleration curvature at the current moment.
5. The acceleration-change curvature synchronization system for a dual drive vehicle of claim 4, wherein the acceleration detection module comprises:
a first acceleration obtaining unit, configured to obtain a first average speed of the first wheel set in the current period and a first historical average speed of the first wheel set in a previous period, and calculate the first average acceleration according to the first average speed and the first historical average speed;
and the second acceleration acquisition unit is used for acquiring a second average speed of the second wheel set in the current period and a second historical average speed of the second wheel set in the previous period, and calculating the second average acceleration according to the second average speed and the second historical average speed.
6. The dual drive vehicle acceleration change curvature synchronization system of claim 5, wherein the curvature calculation module comprises:
a first curvature obtaining unit, configured to obtain a first historical acceleration of the first wheel set in the previous cycle, and calculate a first average acceleration curvature according to the first historical acceleration and the first average acceleration;
and the second curvature acquisition unit is used for acquiring a second historical acceleration of the second wheel set in the previous period and calculating a second average acceleration curvature according to the second historical acceleration and the second average acceleration.
7. A drive for a dual drive vehicle, comprising:
a memory for storing a computer program;
a processor for executing the computer program for performing the steps of the dual drive vehicle acceleration change curvature synchronization method as claimed in any one of claims 1 to 3.
8. A computer-readable storage medium, characterized in that a computer program is stored thereon, which computer program, when being executed by a processor, carries out the steps of the dual drive vehicle acceleration change curvature synchronization method according to any one of claims 1 to 3.
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| CN103019239A (en) * | 2012-11-27 | 2013-04-03 | 江苏大学 | Trajectory tracking sliding mode control system and control method for spraying mobile robot |
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