CN110758552B - Multi-mode motion control method for heavy-load two-stage differential multi-wheel omnidirectional vehicle - Google Patents
Multi-mode motion control method for heavy-load two-stage differential multi-wheel omnidirectional vehicle Download PDFInfo
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- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
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- B62D6/00—Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits
- B62D6/001—Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits the torque NOT being among the input parameters
Abstract
The invention discloses a multi-mode motion control method of a heavy-load two-stage differential multi-wheel omnidirectional vehicle, which comprises the following steps: designing a plurality of motion modes according to the characteristics of the steering motion of all wheels of the vehicle; the system comprises a plurality of movement modes, a control module and a display module, wherein the plurality of movement modes comprise a common mode, a front rotation mode, a rear rotation mode, a diagonal mode, a pivot rotation mode, a front swing mode, a rear swing mode, a reset mode, a 90-degree mode and a parking mode; establishing a general kinematics model based on a coordinate system, and calculating a target rotation angle and a steady-state motor speed of each wheel set in different motion modes; dividing a plurality of motion modes into a dynamic mode and a static mode; the dynamic mode adopts a synchronous control algorithm to ensure that the wheel sets synchronously reach the target angle at the same time, and the static mode adopts a quick response control algorithm to ensure that the wheel sets quickly reach the target angle. After the wheel set is rotated to a target angle, the vehicle moves at a steady state motor speed.
Description
Technical Field
The invention relates to the technical field of multi-wheel drive omnidirectional vehicle control, in particular to a multi-mode motion control method of a heavy-load two-stage differential multi-wheel omnidirectional vehicle.
Background
With the popularization of electric vehicle technology, more and more field transportation vehicles start to adopt a two-stage differential omnidirectional driving mode, the vehicles are composed of a plurality of steering wheel assemblies, each steering wheel assembly is composed of two driving motors and a rotary disc, and the steering of the steering wheel assemblies can be controlled by the two driving motors in a differential mode, so that the setting of the steering center of the whole vehicle is realized.
The two-stage differential multi-wheel omnidirectional vehicle realizes the steering of the single wheel set through the differential action of the motor, cancels the traditional steering mechanism, and has more compact vehicle mechanism and larger unit bearing tonnage. The multi-wheel omnidirectional mechanism design mode can realize the free arrangement of the steering center of the whole vehicle, and the vehicle motion mode is more flexible. But also increases the difficulty of vehicle motion control, particularly as the load carrying capacity of the vehicle increases. The vehicle needs to realize the cooperative steering of the whole wheel set through the differential control of each single wheel set, and simultaneously needs to process the coupling relation between the steering action and the driving action of the vehicle and considers the dynamic characteristic of the load change of the vehicle.
At present, the control method of the vehicle in the form is usually controlled in a mode of simplifying the motion mode of the vehicle, or only a kinematic model of the vehicle is analyzed, and an effective control method is not provided. The control requirement of the heavy vehicle cannot be met, and the advantage of flexible vehicle motion form is exerted.
Disclosure of Invention
In order to solve the problems that the existing control method is not strong in flexibility and cannot be suitable for heavy-duty vehicles, the invention provides a multi-mode motion control method for a heavy-duty two-stage differential multi-wheel omnidirectional vehicle, which can design various motion modes for the vehicle according to the actual application requirements, provides an effective control method aiming at different motion mode characteristics and has good expansibility.
The invention discloses a multi-mode motion control method of a heavy-load two-stage differential multi-wheel omnidirectional vehicle, which comprises the following steps:
according to the characteristics of the steering motion of all wheels of the vehicle, a plurality of motion modes are designed, and the device is suitable for different application working conditions;
establishing a general kinematics model based on a coordinate system, and calculating a target rotation angle and a steady-state motor speed of each wheel set in different motion modes according to actual vehicle constraints;
dividing a plurality of motion modes into a dynamic mode and a static mode according to the characteristics of kinematics and application working conditions;
the dynamic mode adopts a synchronous control algorithm to ensure that the wheel sets synchronously reach the target angle at the same time; the static mode adopts a quick response control algorithm to ensure that the wheel set quickly reaches the target angle; and after the wheel set rotates to the target angle, the vehicle moves at the steady-state motor speed.
As a further improvement of the invention, the design of a plurality of motion modes meets the Ackerman steering geometry principle, different motion modes adapt to different working conditions, different modes are classified according to dynamic characteristics, and different control methods are designed based on kinematics and dynamics.
As a further improvement of the invention, the method comprises the steps of establishing a coordinate system-based general kinematics model, and calculating a target rotation angle and a steady-state motor speed of each wheel set in different motion modes by considering vehicle actual constraints; the method comprises the following steps:
a rectangular coordinate system is established by taking the geometric center of the vehicle as the origin, and the central point P of each wheel setijAs a reference point, where i is a wheel set row index and j is a wheel set columnComputing wheel set coordinates P from vehicle wheel set geometryij(Xij,Yij)；
Defining the target rotation angle of the rotation angle maximum wheel set to be equal to the control rotation angle α input by the remote controller;
according to the Ackerman steering geometrical relationship, knowing the coordinate and the corner of the maximum steering wheel set, calculating the steering center coordinate O (X)o,Yo) Calculating target steering angle α for each wheel setij；
Defining the speed of the central point of the vehicle to be equal to the control speed V input by the remote controller, and calculating the target speed V of each wheel set according to the rotation angle of each wheel set and the geometric relationship of the wheel setsij；
Establishing a differential steering model of each wheel set, and calculating the steady-state speed V of a left motor and a right motor on the wheel setijlAnd VijR。
As a further improvement of the present invention, the dynamic mode adopts a synchronization control algorithm to ensure that the wheel sets synchronously reach the target angle at the same time; the method comprises the following steps:
the vehicle turns while walking in the dynamic mode, the vehicle turns to a target corner in the same time after receiving a control command, the control corner α is input by a left and right direction handle of a remote controller, the range is-90 degrees to +90 degrees, a negative angle represents anticlockwise rotation, a positive angle represents clockwise rotation, the handle is reduced α when shaken leftwards, the handle is increased α when shaken rightwards, the handle is reset, α is unchanged, and the change speed of the control corner α is equal to the maximum angle error MAX (α)ij) Correlation;
by the wheel set differential model ω ═ Vijl-VijR) /L it can be known that L is the longitudinal distance of the vehicle wheel set, and the differential speed DeltaV of the left and right motors is controlled by controlling the wheel setijControlling the steering speed of the wheel set, defining the actual angle β of the wheel setijAngle α to targetijError of (2) is thetaijDefining the minimum error of a wheel set as thetamin，θminDefining the error of the wheel set error and the minimum error as the synchronization error η (θ ij)ij(ii) a When the wheel set is turned to the target angle, i.e. thetaijWhen equal to 0, the wheel group is left and rightAt steady speed V of the motorijlAnd VijRIn operation, when the wheel set is not rotated to the target angle, the differential speed delta V of the motor is adjustedijEnabling the wheel set to rotate to a target angle quickly; wherein Δ Vij＝f1(θij)+f2(ηij) (ii) a When the angle error thetaijWhen the error is increased, the regulating quantity is increased to make the wheel group quickly converge to the target angle, and when the synchronous error is ηijBeyond the set error angle η, the adjustment is increased to synchronize the wheel sets.
As a further improvement of the present invention, the static mode adopts a fast response control algorithm to ensure that the wheel set reaches the target angle fast; the method comprises the following steps:
in the static mode, the vehicle firstly turns and then drives to walk after turning to a target angle; based on wheel set differential model omega ═ Vijl-VijR) /L shows that (V)ijl+VijR)/2＝VijThe left motor and the right motor of the wheel set are respectively driven to rotate positively and negatively at the maximum speed, so that the wheel set can be quickly steered; at the same time, by an error angle thetaijAnd carrying out closed-loop control on the reference variable to enable the wheel set to rotate to a target angle.
As a further improvement of the present invention,
the plurality of motion modes comprise a common mode, a forward turning mode, a backward turning mode, a diagonal mode, a pivot turning mode, a forward swing mode, a backward swing mode, a reset mode, a 90-degree mode and a parking mode;
the steering centers of the ordinary mode, the front turning mode and the rear turning mode respectively fall on the center line of the vehicle, the center line of the first row of wheel sets and the center line of the last row of wheel sets, and the specific positions are related to the target turning angles;
all the wheel sets in the diagonal mode have the same steering angle and are equal to the target steering;
the steering centers of the pivot turning mode, the front swing mode and the rear swing mode are respectively positioned at the geometric center of the vehicle, the center of the first row of wheel sets and the center of the last row of wheel sets and are irrelevant to a target turning angle;
all wheel sets in the reset mode, the 90-degree mode and the parking mode have fixed steering angles and are irrelevant to a target corner;
the normal mode, the forward turning mode, the backward turning mode and the diagonal mode are dynamic modes, and the pivot turning mode, the forward swing mode, the backward swing mode, the reset mode, the 90-degree mode and the parking mode are static modes.
Compared with the prior art, the invention has the beneficial effects that:
the invention combines the characteristic of vehicle all-wheel steering to design a plurality of motion modes for the vehicle, so that the vehicle has high flexibility;
the invention adopts a general kinematics model considering the actual constraint of the vehicle, greatly simplifies the algorithm and can meet the actual operation requirements of various motion modes;
the invention classifies the motion modes according to the motion characteristics, and respectively designs the control method, so that the vehicle has the motion characteristics suitable for different working conditions;
the invention fully considers the dynamic characteristics of the vehicle, can adapt to the application characteristics of heavy-load transport vehicle with large load change, and fully exerts the vehicle power.
Drawings
FIG. 1 is a flow chart of a multi-mode motion control method for a heavy-duty two-stage differential multi-wheeled omni-directional vehicle according to an embodiment of the present invention;
FIG. 2 is a schematic structural diagram of a heavy-duty two-stage differential multi-wheeled omni-directional vehicle according to an embodiment of the present invention;
FIG. 3 is a schematic diagram of a motion pattern of a heavy duty two-stage differential multi-wheeled omni-directional vehicle according to one embodiment of the present invention;
fig. 4 is a kinematic model diagram of a heavy-duty two-stage differential multi-wheel omni-directional vehicle according to an embodiment of the present invention.
In the figure:
1. a vehicle unit; 2. a wheel set assembly; 21. a left drive motor assembly; 22. a right drive motor assembly; 23. a rotating disk device; 24. an angle sensor.
Detailed Description
In order to make the objects, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are some, but not all, embodiments of the present invention. All other embodiments, which can be obtained by a person skilled in the art without any inventive step based on the embodiments of the present invention, are within the scope of the present invention.
The invention provides a multi-mode motion control method of a heavy-duty two-stage differential multi-wheel omnidirectional vehicle, which comprises the steps of firstly designing various motion modes according to vehicle application requirements; and then, a vehicle kinematic model is established in a general way based on a coordinate system, and the steady-state target control speed of each motor in each wheel set is calculated according to control information such as vehicle target speed, target turning angle, target mode and the like. And finally, dividing the motion modes into a static mode and a dynamic mode according to the application requirements of different motion modes, and controlling the dynamic motion process of the wheel set by adopting different control methods.
The invention is described in further detail below with reference to the attached drawing figures:
as shown in fig. 2, the heavy-duty two-stage differential multi-wheel omnidirectional vehicle of the invention can be formed by expanding a plurality of vehicle units 1, wherein one vehicle unit 1 comprises 4 wheel set assemblies 2, and each wheel set assembly 2 comprises a left driving motor assembly 21, a right driving motor assembly 22, a rotary disk device 23 and an angle sensor 24). The rotation of the rotary disc device 23 can be controlled by controlling the differential speed of the left driving motor assembly 21 and the right driving motor assembly 22, the angle sensor 24 is arranged on the rotary disc device 23, and the rotation angle of the rotary disc device 23 can be controlled by a closed-loop algorithm.
As shown in fig. 1, the present invention provides a multi-mode motion control method for a heavy-duty two-stage differential multi-wheel omni-directional vehicle, comprising:
s1, designing various motion modes according to the steering motion characteristics of all wheels of the vehicle; wherein:
different motion modes correspond to different steering center setting methods, the Ackerman steering geometry principle is met, and different motion modes can adapt to different working conditions;
as shown in fig. 3, the plurality of movement modes include (1) a normal mode, (2) a forward rotation mode, (3) a backward rotation mode, (4) a diagonal mode, (5) a pivot rotation mode, (6) a forward swing mode, (7) a backward swing mode, (8) a reset mode, (9) a 90-degree mode, and (10) a parking definition mode;
the steering centers of the normal mode, the front turning mode and the rear turning mode respectively fall on the center line of the vehicle, the center line of the first row of wheel sets and the center line of the last row of wheel sets, and the specific positions are related to the target turning angles;
all the wheel sets in the diagonal mode have the same steering angle, and are equal to the target steering;
the steering centers of the pivot rotating mode, the front swing mode and the rear swing mode are respectively positioned at the geometric center of the vehicle, the center of the first row of wheel sets and the center of the last row of wheel sets and are irrelevant to the target corner;
all wheel sets of the reset mode, the 90-degree mode and the parking mode have fixed steering angles, and are independent of the target steering angle.
S2, in order to simplify the program code, make many kinds of movement modes possible; establishing a general kinematics model based on a coordinate system, and calculating a target rotation angle and a steady-state motor speed of each wheel set in different motion modes according to actual vehicle constraints; to adapt to the motion control requirements of different modes of the vehicle; wherein:
a rectangular coordinate system is established by taking the geometric center of the vehicle as the origin, and the central point P of each wheel setijAs a reference point, where i is a wheel set row mark and j is a wheel set column mark, calculating wheel set coordinates P from the geometric relationship of the vehicle wheel setsij(Xij,Yij)；
Considering the mechanism constraint during the actual vehicle operation, defining the target rotation angle of the rotation angle maximum wheel set to be equal to the control rotation angle α input by the remote controller, thus ensuring that the steering of all wheel sets cannot be overrun as long as the maximum value of the control rotation angle is limited;
according to the Ackerman steering geometrical relationship, knowing the coordinate and the corner of the maximum steering wheel set, calculating the steering center coordinate O (X)o,Yo) Calculating target steering angle α for each wheel setij；
Defining vehicle center point speed equal to remoteThe control speed V input by the controller calculates the target speed V of each wheel set according to the rotation angle of each wheel set and the geometric relationship of the wheel setsij；
Establishing a differential steering model of each wheel set, and calculating the steady-state speed V of a left motor and a right motor on the wheel setijlAnd VijR。
Specifically, the method comprises the following steps:
as shown in (1) of FIG. 4, a rectangular coordinate system O is established with the geometric center of the vehicle as the origin, taking a unit vehicle as an exampleAAt the center point P of each wheel setijAs a reference point, the transverse distance H, the longitudinal distance L and the distance E between two driving wheels of the wheel set of the vehicle can be known from the figureij(Xij,Yij)。
Xij＝(j-1)*H-(J-1)*H/2
Yij＝-(i-1)*L+(I-1)*L/2
Let the control steering angle inputted by the remote controller be α, to ensure the calculation effectiveness, and take the vehicle mechanism constraint into account, the target steering angle of the steering-angle-maximum wheel set is defined to be equal to the control steering angle α inputted by the remote controller, in the case of left-turning in the normal mode, as shown in (2) of fig. 4, it can be known from the wheel set geometrical relationship that the wheel set P is turned left when turning left11The target turning angle is maximum, therefore α is known11Equal to the control angle α. according to the Ackerman steering geometry, the steering center coordinate O (X) can be calculatedo,Yo) Thereby calculating a target steering angle α for each wheel setij. The calculation formula is as follows, and the target rotation angles of all the motion mode wheel sets can be calculated by the same method.
YO＝0
Defining the speed of the center point of the vehicle to be equal to the control speed V input by the remote controller, and calculating the target speed V of each wheel setij。
As shown in (3) of FIG. 4, a differential steering model is established for each wheel set, and the steady-state speeds V of the left and right motors of the wheel set can be calculatedijAAnd VijB。
S3, dividing a plurality of motion modes into a dynamic mode and a static mode according to the kinematics characteristics and the application working conditions; wherein:
the dynamic mode is related to a target corner, the target corner is input through a remote controller handle, and the method is suitable for common operation conditions, and the static mode is unrelated to the target corner and is suitable for vehicle posture adjustment in a narrow place;
(1) the wheel set steering angle in the normal mode, (2) the front turning mode, (3) the rear turning mode and (4) the diagonal mode is related according to the input angle of the remote control handle, and is defined as a dynamic mode. (5) The pivot rotation mode, (6) the forward swing mode, (7) the backward swing mode, (8) the reset mode, (9) the 90-degree mode, and (10) the parking definition mode are static modes.
S4, different motion modes have different application requirements, so different control methods are designed to ensure the dynamic characteristics of the system. Therefore, a synchronous control algorithm is adopted in the dynamic mode, the wheel sets are ensured to synchronously reach a target angle at the same time, and the vehicle moves at a stable motor speed after the wheel sets rotate to the target angle; wherein:
the vehicle turns while walking in a dynamic mode, and the requirement of good synchronism during wheel set turning is that the vehicle turns to a target turning angle in the same time after receiving a control command, the control turning angle α is input by a left and right direction handle of a remote controller, the range is-90 degrees to +90 degrees, and a negative angle represents anticlockwiseRotation, positive angle representing clockwise rotation, decrease α when the handle is rocked to the left, increase α when the handle is rocked to the right, and no change in α when the handle is reset, the speed of change of the rotation angle α and the maximum angle error MAX (α) are controlled to ensure good synchronismij) Correlation;
by the wheel set differential model ω ═ Vijl-VijR) /L it can be known that L is the longitudinal distance of the vehicle wheel set, and the differential speed DeltaV of the left and right motors is controlled by controlling the wheel setijControlling the steering speed of the wheel set, defining the actual angle β of the wheel setijAngle α to targetijError of (2) is thetaijDefining the minimum error of a wheel set as thetamin，θmin＝Min(θij) Defining the error of the wheel set error and the minimum error as the synchronous error ηij(ii) a When the wheel set is turned to the target angle, i.e. thetaijWhen equal to 0, the left and right motors of the wheel set are at a steady speed VijlAnd VijRIn operation, when the wheel set is not rotated to the target angle, the differential speed delta V of the motor is adjustedijEnabling the wheel set to rotate to a target angle quickly; wherein Δ Vij＝f1(θij)+f2(ηij). When the angle error thetaijWhen the error increases, the adjustment is increased to cause the wheel set to quickly converge to the target angle, when the synchronization error η is exceededijAfter the set error angle η is exceeded, the regulating quantity is increased to synchronize the wheel sets, and meanwhile, the maximum value of delta Vij is limited to enable the driving motor to be carried within the rated power.
Wherein:
the dynamic mode ensures that the wheel sets synchronously reach a target corner in the same time, controls the differential speed of the left and right driving motors of the wheel sets, and controls the other delta Vij＝f1(θij)+f2(ηij) Wherein thetaij＝αij-βij，ηij＝θij-Min(θij) Function f1The adjustment quantity is positively correlated with the wheel set error, function f2Is a PID function with dead zones. While defining Δ VijMaximum value, so that it is within the motor drive power, and let the control angle α be f3[MAX(θij)]Wherein the function f3The control angle is inversely related to the wheelset error.
S5, different motion modes have different application requirements, so different control methods are designed to ensure the dynamic characteristics of the system. Therefore, a fast response control algorithm is adopted in the static mode, the wheel set is guaranteed to reach a target angle fast, and after the wheel set rotates to the target angle, the vehicle moves at a stable motor speed; wherein:
in the static mode, the vehicle firstly turns and then drives to run after turning to a target angle, and the wheel set is required to turn to the place at the highest speed; based on wheel set differential model omega ═ Vijl-VijR) /L shows that (V)ijl+VijR)/2＝VijThe left motor and the right motor of the wheel set are respectively driven to rotate positively and negatively at the maximum speed, so that the wheel set can be quickly steered; at the same time, by an error angle thetaijPerforming closed-loop control on the reference variable to enable the wheel set to rotate to a target angle; in order to stabilize the system, after the target angle is approached, the ramp function is increased to gradually stop the motor from driving.
The invention has the advantages that:
the invention combines the characteristic of vehicle all-wheel steering to design a plurality of motion modes for the vehicle, so that the vehicle has high flexibility;
the invention adopts a general kinematics model considering the actual constraint of the vehicle, greatly simplifies the algorithm and can meet the actual operation requirements of various motion modes;
the invention classifies the motion modes according to the motion characteristics, and respectively designs the control method, so that the vehicle has the motion characteristics suitable for different working conditions;
the invention fully considers the dynamic characteristics of the vehicle, can adapt to the application characteristics of heavy-load transport vehicle with large load change, and fully exerts the vehicle power.
The above is only a preferred embodiment of the present invention, and is not intended to limit the present invention, and various modifications and changes will occur to those skilled in the art. Any modification, equivalent replacement, or improvement made within the spirit and principle of the present invention should be included in the protection scope of the present invention.
Claims (6)
1. A multi-mode motion control method for a heavy-duty two-stage differential multi-wheel omni-directional vehicle, comprising:
according to the characteristics of the steering motion of all wheels of the vehicle, a plurality of motion modes are designed, and the device is suitable for different application working conditions;
establishing a general kinematics model based on a coordinate system, and calculating a target rotation angle and a steady-state motor speed of each wheel set in different motion modes according to actual vehicle constraints;
dividing a plurality of motion modes into a dynamic mode and a static mode according to the characteristics of kinematics and application working conditions;
the dynamic mode adopts a synchronous control algorithm to ensure that the wheel sets synchronously reach a target angle at the same time; the static mode adopts a quick response control algorithm to ensure that the wheel set quickly reaches the target angle; and after the wheel set rotates to the target angle, the vehicle moves at the steady-state motor speed.
2. A multi-mode motion control method according to claim 1, wherein a plurality of motion modes are designed to meet ackermann steering geometry principles, different motion modes are adapted to different working conditions, the different modes are classified according to dynamic characteristics, and different control methods are designed based on kinematics and dynamics.
3. The multi-mode motion control method according to claim 1, wherein the establishing of a coordinate-system-based general kinematics model calculates the target rotation angle and the steady-state motor speed of each wheel set in different motion modes in consideration of vehicle actual constraints; the method comprises the following steps:
a rectangular coordinate system is established by taking the geometric center of the vehicle as the origin, and the central point P of each wheel setijAs a reference point, where i is a wheel set row mark and j is a wheel set column mark, calculating wheel set coordinates P from the geometric relationship of the vehicle wheel setsij(Xij,Yij)；
Defining the target rotation angle of the rotation angle maximum wheel set to be equal to the control rotation angle α input by the remote controller;
according to the Ackerman steering geometrical relationship, knowing the coordinate and the corner of the maximum steering wheel set, calculating the steering center coordinate O (X)o,Yo) Calculating target steering angle α for each wheel setij；
Defining the speed of the central point of the vehicle to be equal to the control speed V input by the remote controller, and calculating the target speed V of each wheel set according to the rotation angle of each wheel set and the geometric relationship of the wheel setsij；
Establishing a differential steering model of each wheel set, and calculating the steady-state speed V of a left motor and a right motor on the wheel setijlAnd VijR。
4. A multi-mode motion control method as claimed in claim 3 wherein said dynamic mode employs a synchronous control algorithm to ensure that wheel sets arrive at said target angle synchronously at the same time; the method comprises the following steps:
the vehicle turns while walking in the dynamic mode, the vehicle turns to a target corner in the same time after receiving a control command, the control corner α is input by a left and right direction handle of a remote controller, the range is-90 degrees to +90 degrees, a negative angle represents anticlockwise rotation, a positive angle represents clockwise rotation, the handle is reduced α when shaken leftwards, the handle is increased α when shaken rightwards, the handle is reset, α is unchanged, and the change speed of the control corner α is equal to the maximum angle error MAX (α)ij) Correlation;
by the wheel set differential model ω ═ Vijl-VijR) /L it can be known that L is the longitudinal distance of the vehicle wheel set, and the differential speed DeltaV of the left and right motors is controlled by controlling the wheel setijControlling the steering speed of the wheel set, defining the actual angle β of the wheel setijAngle α to targetijError of (2) is thetaijDefining the minimum error of a wheel set as thetamin，θminDefining the error of the wheel set error and the minimum error as the synchronization error η (θ ij)ij(ii) a When the wheel set is turned to the target angle, i.e. thetaijWhen equal to 0, the left and right motors of the wheel set are at a steady speed VijlAnd VijRIn operation, when the wheel set is not rotated to the target angle, the differential speed delta V of the motor is adjustedijTo make the wheel set rotate to the target angle quickly(ii) a Wherein Δ Vij＝f1(θij)+f2(ηij) (ii) a When the angle error thetaijWhen the error is increased, the regulating quantity is increased to make the wheel group quickly converge to the target angle, and when the synchronous error is ηijBeyond the set error angle η, the adjustment is increased to synchronize the wheel sets.
5. A multi-mode motion control method as claimed in claim 3 wherein said static mode employs a fast response control algorithm to ensure that a wheel set reaches said target angle quickly; the method comprises the following steps:
in the static mode, the vehicle firstly turns and then drives to walk after turning to a target angle; based on wheel set differential model omega ═ Vijl-VijR) /L shows that (V)ijl+VijR)/2＝VijThe left motor and the right motor of the wheel set are respectively driven to rotate positively and negatively at the maximum speed, so that the wheel set can be quickly steered; at the same time, by an error angle thetaijAnd carrying out closed-loop control on the reference variable to enable the wheel set to rotate to a target angle.
6. The multi-mode motion control method of claim 1,
the plurality of motion modes comprise a common mode, a forward turning mode, a backward turning mode, a diagonal mode, a pivot turning mode, a forward swing mode, a backward swing mode, a reset mode, a 90-degree mode and a parking mode;
the steering centers of the ordinary mode, the front turning mode and the rear turning mode respectively fall on the center line of the vehicle, the center line of the first row of wheel sets and the center line of the last row of wheel sets, and the specific positions are related to the target turning angles;
all the wheel sets in the diagonal mode have the same steering angle and are equal to the target steering;
the steering centers of the pivot turning mode, the front swing mode and the rear swing mode are respectively positioned at the geometric center of the vehicle, the center of the first row of wheel sets and the center of the last row of wheel sets and are irrelevant to a target turning angle;
all wheel sets in the reset mode, the 90-degree mode and the parking mode have fixed steering angles and are irrelevant to a target corner;
the normal mode, the forward turning mode, the backward turning mode and the diagonal mode are dynamic modes, and the pivot turning mode, the forward swing mode, the backward swing mode, the reset mode, the 90-degree mode and the parking mode are static modes.
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| CN109017439B (en) * | 2018-07-04 | 2021-09-14 | 燕山大学 | Pure electric vehicle dual-mode coupling driving control system and control method |
| CN109911010B (en) * | 2019-04-11 | 2020-06-30 | 吉林大学 | Control method of vehicle differential cooperative steering system |
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