CN111514556B - Motor vehicle control system - Google Patents
Motor vehicle control system Download PDFInfo
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- CN111514556B CN111514556B CN202010410000.4A CN202010410000A CN111514556B CN 111514556 B CN111514556 B CN 111514556B CN 202010410000 A CN202010410000 A CN 202010410000A CN 111514556 B CN111514556 B CN 111514556B
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- A—HUMAN NECESSITIES
- A63—SPORTS; GAMES; AMUSEMENTS
- A63B—APPARATUS FOR PHYSICAL TRAINING, GYMNASTICS, SWIMMING, CLIMBING, OR FENCING; BALL GAMES; TRAINING EQUIPMENT
- A63B55/00—Bags for golf clubs; Stands for golf clubs for use on the course; Wheeled carriers specially adapted for golf bags
- A63B55/60—Wheeled carriers specially adapted for golf bags
- A63B55/61—Wheeled carriers specially adapted for golf bags motorised
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- G—PHYSICS
- G08—SIGNALLING
- G08C—TRANSMISSION SYSTEMS FOR MEASURED VALUES, CONTROL OR SIMILAR SIGNALS
- G08C17/00—Arrangements for transmitting signals characterised by the use of a wireless electrical link
- G08C17/02—Arrangements for transmitting signals characterised by the use of a wireless electrical link using a radio link
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- A—HUMAN NECESSITIES
- A63—SPORTS; GAMES; AMUSEMENTS
- A63B—APPARATUS FOR PHYSICAL TRAINING, GYMNASTICS, SWIMMING, CLIMBING, OR FENCING; BALL GAMES; TRAINING EQUIPMENT
- A63B55/00—Bags for golf clubs; Stands for golf clubs for use on the course; Wheeled carriers specially adapted for golf bags
- A63B55/60—Wheeled carriers specially adapted for golf bags
- A63B2055/603—Wheeled carriers specially adapted for golf bags with means for trailing the caddy other than by hand
- A63B2055/605—Wheeled carriers specially adapted for golf bags with means for trailing the caddy other than by hand by remote control
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- General Health & Medical Sciences (AREA)
- Physical Education & Sports Medicine (AREA)
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- General Physics & Mathematics (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
Abstract
The invention relates to a control scheme for functional motor vehicles used in fixed sites. The invention provides a motor vehicle control system, which comprises a motor vehicle and a remote controller, wherein at least one vehicle control key is arranged on the motor vehicle, the motor vehicle comprises a vehicle control circuit board and a traveling system, at least one remote controller control key is arranged on the remote controller, and the remote controller comprises a remote controller circuit board, wherein: the vehicle control circuit board at least comprises a first wireless communication module, the remote controller circuit board at least comprises a second wireless communication module, the first wireless communication module and the second wireless communication module are in wireless communication connection and used for transmitting a remote control instruction triggered by the control key of the remote controller, and positioning and ranging are further carried out between the first wireless communication module and the second wireless communication module. The invention improves the vehicle control mode and enables users to obtain better customer experience.
Description
Technical Field
The present invention relates to control of functional vehicles used in fixed sites, and more particularly to a walking control technique for such functional vehicles used in fixed sites.
Background
At present, functional motor vehicles used in fixed places such as golf trolleys, tool vehicles and the like on the market adopt boosting walking or remote control walking by means of a remote control mode. Whether the user walks in a boosting way or in a remote control way, the user is bound to cause hand fatigue after long-time operation, and even some users can worry about influencing the playing of the sports on the golf course. Obviously, the user experience of the prior art with this type of walking control of functional vehicles used in fixed locations is poor. In addition, in the case of some complex environments and sloping fields in the field, it is often difficult for a user to control the direction of the vehicle by remote control walking by means of remote control, and there is a risk of improper control.
Therefore, there is a need to provide a more sophisticated control method for a motor vehicle that can avoid the drawbacks of the above-mentioned vehicle control methods to replace the prior art.
Disclosure of Invention
Therefore, the invention aims at solving the problems and provides a control system for a motor vehicle, which can overcome the defects of the existing vehicle control mode and enable a user to obtain better customer experience.
A motor vehicle control system is used for controlling the running of a motor vehicle, wherein the motor vehicle at least comprises a driving wheel driven by two independent power mechanisms to rotate, wherein:
the vehicle-mounted wireless communication system comprises at least two first wireless communication modules arranged on two side edges of a motor vehicle and a second wireless communication module positioned on a handheld terminal, wherein the second wireless communication module and the two first wireless communication modules are both used for establishing wireless communication connection and obtaining a distance a and a distance b by positioning and ranging, and a difference value c is calculated by the distance a and the distance b, and c is a-b,
and comprises an angle detection device arranged on the motor vehicle, the angle detection device obtains the gradient value f of the environment where the motor vehicle is positioned according to the detected pitch angle,
the control system has at least the following control means: calculating a distance control increment d according to one of the distance a and the distance b, calculating a steering control increment e according to the difference c, and determining a steering differential compensation control increment p according to the condition of the slope value f of the environment, and then adjusting and changing the rotation speed of the power mechanism according to the distance control increment d, the steering control increment e and the steering differential compensation control increment p by using different control strategies.
As one embodiment, the control strategy includes a control strategy for performing a brake deceleration: and when the distance control increment d is less than or equal to 0, controlling the brake of the motor vehicle.
As an embodiment, the control strategy comprises a straight walking control strategy: and when the steering control increment e is equal to 0, not performing differential adjustment on the power mechanism of the motor vehicle.
As an embodiment, the control strategy comprises a control strategy for turning walking: and if the gradient value f is less than or equal to 0, assigning the steering differential compensation control increment p to 0, if the gradient value f is greater than 0, assigning the steering differential compensation control increment p to f, and if the steering control increment e is greater than 0, enabling two power mechanisms of the motor vehicle to respectively carry out rotation speed adjustment according to rotation speed control quantities g1 and g2, g1 being equal to k1d + (k2e-k3p) and g2 being equal to k1d- (k2e-k3p), and if the steering control increment e is less than 0, enabling the two power mechanisms of the motor vehicle to respectively carry out rotation speed adjustment according to rotation speed control quantities g '1 and g' 2, and enabling g '1 being equal to k1d + (k2e + k3p) and g' 2 being equal to k1d- (k2e + k3p), wherein k1, k2 and k3 are respectively corresponding to the distance control quantity d, the steering control increment e and the differential compensation control increment p.
As one embodiment, the control mode of the control strategy is controlled by adopting an increment-based PID control algorithm.
As an embodiment, the power mechanism of the motor vehicle comprises a motor and a full-bridge motor driving module connected with the motor, and the rotation speed of the power mechanism is adjusted and changed by outputting a corresponding control increment through an increment PID control algorithm to adjust and change a PWM waveform corresponding to a power switching tube loaded on the full-bridge motor driving module.
As an embodiment, the braking control method in the control strategy for braking deceleration is as follows: and (3) taking an absolute value of the distance control increment d of 0 or a negative value, expressing the distance control increment d after the absolute value into a corresponding PWM waveform, outputting and loading the PWM waveform to a corresponding power switch tube, and controlling braking in a braking depth adjustment mode.
As an embodiment, one of the distance a and the distance b and the difference value c are further subjected to filtering processing.
As an embodiment, the first wireless communication module and the second wireless communication module are UWB base station modules, and both perform UWB positioning and ranging through UWB positioning and ranging technology.
In one embodiment, the angle detection device is an MPU6500 sensor.
By adopting the technical scheme, the vehicle control mode is improved, the safety and the convenience are realized, and a user can obtain better use experience.
Drawings
FIG. 1 is a schematic view of a golf cart according to one embodiment of the present invention;
FIG. 2 is a schematic diagram of a remote control of one embodiment of the present invention;
FIG. 3 is a block circuit diagram of a vehicle control circuit board of one embodiment of the present invention;
fig. 4 is a circuit block diagram of a main control drive board of the vehicle control circuit board of the embodiment;
FIG. 5 is a schematic circuit diagram of a motor drive system of one embodiment of the present invention;
fig. 6 is a circuit block diagram of a UWB base station of the vehicle control circuit board of the embodiment;
FIG. 7 is a circuit block diagram of a remote controller circuit board of the remote controller of one embodiment of the present invention;
FIG. 8 is a control flow diagram of one embodiment of the present invention.
Detailed Description
To further illustrate the various embodiments, the invention provides the accompanying drawings. The accompanying drawings, which are incorporated in and constitute a part of this disclosure, illustrate embodiments of the invention and, together with the description, serve to explain the principles of the embodiments. Those skilled in the art will appreciate still other possible embodiments and advantages of the present invention with reference to these figures. Elements in the figures are not drawn to scale and like reference numerals are generally used to indicate like elements.
The invention will now be further described with reference to the accompanying drawings and detailed description.
Referring to fig. 1 and 2, the motor vehicle control system of the present invention can realize the following and walking control over all terrain, and mainly includes a motor vehicle 1 and a handheld terminal; the handheld terminal as an embodiment of the present invention may be a remote controller 2, so that a user can walk remotely using the remote controller 2 and also walk with the remote controller 2. In this embodiment, the motor vehicle 1 is described by taking a golf cart used in a golf course as an example, and the handheld terminal 2 is a uwb (ultra wide band) wireless remote controller. The moving pattern of the golf cart within the golf course generally includes: a boost mode, a remote control mode, and a follow mode. The boosting mode refers to a mode of manually assisting to push the golf cart to advance; the remote control mode is a mode of driving the golf cart to move by a remote control instruction of the remote controller; the following mode refers to a travel mode that the golf cart keeps a certain distance and automatically follows the synchronous movement of the user. In the motor vehicle control system of this embodiment, the golf cart has at least the following mode described above, which may additionally have one or more of a boost mode, a remote control mode, or other existing walking modes.
Referring again to fig. 1, a motor vehicle 1 (golf cart) as the embodiment includes a vehicle body 101, an armrest 102, a travel system 103, and a vehicle control circuit board 10; wherein, some control buttons will be disposed on the armrest 102, and the armrest 102 in this embodiment takes 3 control buttons as an example for description, which are respectively: an acceleration key, a deceleration key and a boost key; wherein the traveling system 103 is shown by taking a motor driving system as an example.
Referring to fig. 3 to 6, the vehicle control circuit board 10 includes a main control drive board 11, an armrest control board 12, and 2 UWB base stations 13, where the armrest control board 12 is mainly used to receive input of control keys, and the traveling system 103 of this embodiment includes 2 motors, where the 2 motors are used to drive two driving wheels (rear wheels), and a controlled end is electrically connected to the main control drive board 11, and the main control drive board 11 implements overall main function control, including receiving input signals of the 2 UWB base stations 13 and performing forward rotation, reverse rotation, short connection, and the like on the motors to implement traveling and braking control; in addition, the master control drive board 11 may have other additional functions, such as detecting an environmental gradient, collecting a vehicle speed, and the like, according to other application requirements.
Referring to fig. 4 again, the main control driving board 11 includes a microprocessor Module (MCU)111, and 2 full-bridge motor driving modules 112, 2 motor speed measuring interfaces 113, and a six-axis sensor (MPU6500) module 114 connected thereto. The golf cart in this embodiment also has a function of measuring the speed of the motor, and the specific person in this embodiment counts the number by using the photoelectric code to realize the speed measurement of the motor (in other embodiments, the speed measurement can also be realized by using the hall sensor), so that the current speed can be converted after the microprocessor module 111 receives the number by using the motor speed measurement interface 113, and this part can be realized by using the conventional technology in the art, and the detailed description is omitted here.
In addition, the golf cart of the invention also has a function for detecting a pitch angle, and the pitch angle detected by adopting the MPU6500 six-axis angular velocity and the angular acceleration sensor is the gradient of the environment where the golf cart is positioned at the moment, so that the detected pitch angle can be used as an input variable of control to participate in vehicle speed control adjustment.
Referring again to fig. 5, the driving of the golf cart and the control of the speed of the golf cart according to the embodiment are controlled by a single dc motor in a full-bridge driving manner. The specific circuit of the full bridge MOTOR driving module 112, which is a preferred embodiment of the golf cart of the present invention, includes a single MOTOR full bridge driving circuit consisting of 4 power switching tubes QA, QB, QC and QD, wherein the MOTOR DC MOTOR rotates forward when the power switching tubes QA and QD are turned on, and rotates backward when the power switching tubes QB and QC are turned on. Therefore, the speed regulation control of the MOTOR DC MOTOR can be realized by adjusting the duty ratio to control the conduction of the power switching tubes QA and QD or the conduction of the power switching tubes QB and QC with a certain pwm (pulse Width modulation) waveform. When the power switch tube conducts QB and QD, the two ends of the MOTOR DC MOTOR are short-circuited to the ground at the moment. As long as the MOTOR DC MOTOR is rotated by an external force, the two ends of the MOTOR DC MOTOR have electric potential, short-circuit current can be generated, the current is just opposite to the rotation direction of the MOTOR, resistance can be formed, and the MOTOR DC MOTOR has braking force at the moment. At this point, sufficient external force is applied to the MOTOR DC MOTOR to rotate it, but there is a large amount of resistance. Therefore, if we control the conduction of the power switch tubes QB and QD to short-circuit the motor by adjusting the duty ratio with a certain pwm (pulse Width modulation) waveform, there will be an adjustment control of the braking depth (braking force variation). For example, the short circuit is performed by the PWM waveform with the duty ratio of ten percent, at the moment, the braking resistance of the motor is small, the duty ratio of the PWM waveform is gradually increased, the braking resistance is slowly increased until the QB and the QD are conducted in the whole process to realize the complete short circuit of the motor, and the maximum braking resistance is reached.
In this embodiment, the traveling speed stabilizing control and the braking control of the main control drive board 11 are preferably implemented by adopting a PID control algorithm, and the PID control algorithm is implemented by adjusting the PWM waveforms of the corresponding power switching tubes QA, QB, QC and QD based on a proportional-integral-derivative control strategy (PID) to implement the braking speed stabilizing control and the vehicle speed stabilizing control. For example, in this embodiment, the control of the brake speed stabilization is to adjust and change the PWM waveforms loaded on the power switching tubes QB and QD to change the brake resistance of the motor, thereby implementing the brake speed stabilization; the speed stabilizing control is to change the rotation speed of the motor by adjusting and changing the PWM waveforms loaded on the power switch tubes QA and QD (forward rotation) and/or QB and QC (reverse rotation), thereby realizing the speed stabilizing. Wherein the amount of change in the PWM waveform is implemented based on a PID control strategy. The implementation of the PWM waveform adjustment by the PID control strategy is well within the skill of those in the art and will not be described in detail herein. It should be noted that, in addition to being implemented based on the PID control strategy, in other embodiments, other control strategies, such as a fuzzy control strategy, an FPS control strategy, an ADRC control strategy, etc., may be adopted for adjustment control.
Referring again to fig. 6, in this embodiment, the UWB base station 13 includes: an MCU main control module 131, a 3.3V low dropout regulator LDO (low dropout regulator) module 132, a 1.8V DC-DC (Direct Current to Direct Current) voltage reduction module 133, a 3.0V low dropout regulator LDO module 134, a Temperature compensated crystal resonator TCXO (Temperature compensated X' total) module 135, a UWB wireless transceiver module (a UWB chip of DW1000 type) 136, and a UWB antenna 137. Wherein the 3.3V low dropout regulator LDO module 132 converts the 5V power supply of the main control drive board 11 into direct current 3.3V, the 1.8V DC-DC voltage reduction module 133 is configured to reduce the 3.3V low dropout regulator LDO module 132 into direct current 1.8V, the 3.0V low dropout regulator LDO module 134 converts the 5V power supply of the main control drive board 11 into direct current 3.0V, the MCU main control module 131 receives the direct current 3.3V of the 3.3V low dropout regulator LDO module 132 as a working power supply, the MCU main control module 131 is configured to control the UWB wireless transceiver module 136 to operate, the temperature compensated crystal resonator TCXO module 135 receives the direct current 3.0V of the 3.0V low dropout regulator LDO module 134 as a working power supply, the temperature compensated crystal resonator TCXO module 135 provides an oscillation source for the UWB wireless transceiver module 136, the UWB wireless transceiver module 136 receives the direct current 3.3V of the 3.3V low dropout linear regulator LDO module 132, the direct current 1.8V of the 1.8V DC-DC voltage reduction module 133, and the direct current 3.0V of the 3.0V low dropout linear regulator LDO module 134 as operating power supplies.
Referring to fig. 7, in this embodiment, the remote controller 2 includes: remote controller circuit board 20, button 21 and lithium cell 22, lithium cell 22 can adopt the lithium polymer battery, wherein, remote controller circuit board 20 includes: an MCU main control module 201, a 3.3V low dropout regulator LDO (low dropout regulator) module 202, a 1.8V DC-DC (Direct Current to Direct Current) step-down module 203, a 3.0V low dropout regulator LDO module 204, a Temperature compensated crystal resonator TCXO (crystal resonator) module 205, a UWB wireless transceiver module (a UWB chip of DW1000 type) 206, and a UWB antenna 207. Wherein the 3.3V LDO module 202 converts the voltage of the lithium battery 22 into DC 3.3V, the 1.8V DC-DC step-down module 203 is used for stepping down the 3.3V LDO module 202 into DC 1.8V, the 3.0V LDO module 204 converts the 5V power supply of the main control drive board 11 into DC 3.0V, the MCU main control module 201 receives the DC 3.3V of the 3.3V LDO module 202 as the working power supply, the MCU main control module 201 is used for controlling the UWB wireless transceiver module 206 to work and receiving the input instruction of the button 21, the temperature compensation crystal resonator TCXO module 205 receives the DC 3.0V of the 3.0V LDO module 204 as the working power supply, the temperature compensation crystal resonator TCXO module 205 provides the UWB wireless transceiver module 206 with an oscillation source, the UWB wireless transceiver module 206 receives the direct current 3.3V of the 3.3V low dropout linear regulator LDO module 202, the direct current 1.8V of the 1.8V DC-DC voltage step-down module 203, and the direct current 3.0V of the 3.0V low dropout linear regulator LDO module 204 as operating power supplies.
In the embodiment of the present invention, the remote controller 2 may transmit a remote control command of a key to the vehicle control circuit board 10 of the motor vehicle 1 through the key 21 and the UWB wireless transceiver module 206 on the remote controller circuit board 20, and the vehicle control circuit board 10 receives the remote control command through the UWB base station 13 and is controlled by the main control drive board 11 to implement a function corresponding to the command, such as performing walking control in a remote control mode. Further, more mainly, the UWB wireless transmitting and receiving module 206 on the remote controller circuit board 20 of the remote controller 2 and (the UWB wireless transmitting and receiving module 136 of) the UWB base station 13 on the vehicle control circuit board 10 of the motor vehicle 1 may be positioned to sense the distance of the remote controller 2 from the motor vehicle 1. The UWB positioning and ranging technology is a positioning technology implemented by using a wideband pulse communication technology, and has the technical advantages of strong interference resistance and small positioning error (generally less than 10 cm).
The following mode of the motor vehicle control system according to the above embodiment of the present invention will be described in detail.
In this embodiment, after the remote controller 2 establishes wireless communication connection with the motor vehicle 1, the motor vehicle 1 and the remote controller 2 enter the following mode when a user presses one of the function keys (following key) of the remote controller 2.
The UWB wireless transceiver module 206 of the remote controller 2 continuously measures the distance between the remote controller 2 and the 2 UWB base stations 13(UWB base station 1 and UWB base station 2) of the motor vehicle 1, and thus the distance between the remote controller 2 and the 2 UWB base stations of the motor vehicle 1 can be measured.
Referring to fig. 1 again, 2 rear wheels of the motor vehicle 1 close to the armrest 102 are used as driving wheels, and two wheels far away from the armrest 102 are used as driven wheels and are used as front wheels; the 2 driving wheels are driven by the corresponding motor 1 and motor 2 respectively, wherein, in the view of the advancing direction of the vehicle, the left rear wheel (the upper right side of the figure) is driven by the motor 1, and the right rear wheel (the lower left side of the figure) is driven by the motor 2. The 2 UWB base stations 13 are respectively installed at the front end of the vehicle, for example, the UWB base station 1 is installed at the upper position corresponding to the left front wheel, and the UWB base station 2 is installed at the upper position corresponding to the right front wheel.
If the distance between the remote controller 2 and the UWB base station 1 is defined as a and the distance between the remote controller 2 and the UWB base station 2 is defined as b, the size and difference between the distances a and b can indicate the left and right directions of the user (holding the remote controller 2) in the motor vehicle 1. For example, when a > b, the user holding the remote controller 2 is located at the right front of the automobile 1 (as viewed in the forward direction of the vehicle); when b > a, the user holding the remote control 2 is positioned at the front left of the motor vehicle 1; the difference between the distances a and b is c, and c is a-b, the direction (left or right) can be represented by the positive or negative difference c, the angle can be represented by the magnitude of the difference c (based on the vehicle central axis), and the larger the value of the difference c, the larger the angle.
In addition, the turning of the motor vehicle 1 is realized by using the motor rotation differential of 2 rear wheels, when the motor vehicle 1 needs to turn left, the speed of the motor 1 needs to be reduced and the speed of the motor 2 needs to be increased, and when the motor vehicle needs to turn right, the speed of the motor 2 needs to be reduced and the speed of the motor 1 needs to be increased; increasing or decreasing the speed of the motor 1 or 2 can be reflected as different turning force, and the larger the speed difference value between the motor 1 and the motor 2 is, the larger the turning force is, the smaller the turning radius is, and the quicker the turning is.
Considering that the front wheels of the automobile 1 are unpowered driven wheels, the vehicle rubs against the ground during turning, and when the vehicle is located on an uphill ground and the center of gravity of the vehicle is located rearward, the friction force of the front wheels decreases. Therefore, in the present embodiment, based on the above-described finding, when the vehicle is caused to run on the path in the following mode while encountering an uphill slope, the control of turning thereof needs to reduce the differential speed of the two motors.
Referring to fig. 8, more specifically, a vehicle travel control flow of the following mode as an embodiment of the present invention is shown as follows, including:
after the control is started, the process proceeds to steps S101 and S102,
s101, detecting a gradient value f: in the motor vehicle 1 of this embodiment, the six-axis sensor (MPU6500) module 114 detects the pitch angle, and the gradient value f of the environment where the golf cart is located can be converted according to the six-axis angular velocity of the MPU6500 and the pitch angle detected by the angular acceleration sensor, and the process proceeds to step S110,
s102, detecting distance values a and b: the UWB wireless transceiver module 206 of the remote controller 2 of this embodiment sequentially performs ranging with the 2 UWB base stations 13(UWB base station 1 and UWB base station 2) of the motor vehicle 1, and can measure the distance a between the remote controller 2 and the UWB base station 1 and the distance b between the remote controller 2 and the UWB base station 2, and then the processing proceeds to step 103 and step 107,
s103, calculating a difference value c: if the difference c is calculated in such a manner that c is equal to a-b, the direction (left-right direction and angle) between the user and the vehicle is represented by the positive or negative of the difference c, and the process proceeds to step S104,
s104, filtering the difference value c: the difference value c is subjected to digital filtering processing, so that the result is more stable, and since the distances a and b are obtained by sampling for multiple times at a certain frequency (such as 20-40 Hz), for accuracy, filtering processing can be adopted to ensure reliable result, wherein the digital filtering processing mode can be realized by adopting the existing means, including but not limited to: median filtering, mean filtering, gaussian filtering, etc., and proceeding to step S105; it should be noted that the purpose of this step is to improve the accuracy of the result, and in some application scenarios, this step can be omitted by optimizing the hardware conditions,
s105, calculating a steering control increment e according to the difference value c: since the difference c can represent the directions of the user and the vehicle, various control strategies in the prior art can be adopted to calculate a suitable steering control increment e, in this embodiment, the control strategy is preferably realized based on an increment PID, the calculation of the PID control increment is performed with the target value as 0 according to the input difference c, the corresponding steering control increment e is calculated, and the process proceeds to step S106; it should be noted that in the application of other embodiments, other control strategies, such as a fuzzy control strategy, an FPS control strategy, an ADRC control strategy, etc., may also be adopted to calculate the steering control increment e according to the difference c;
s106, judging whether the steering control increment e is larger than 0, if so, entering the step S113, otherwise, entering the step S116,
s107, selecting one of the distance values a or b to carry out filtering processing: since although the user (the handheld remote controller 2) has an angle with the central axis of the vehicle 1, the angle is usually not large, and whether the distance between the vehicle and the user is represented by the distance value a or one of the distances b, the error is small and acceptable, in this embodiment, the distance between the vehicle and the user is represented by the distance value a, so as to ensure the accuracy of the sampling result, the filtering process is performed on the distance a, wherein the filtering process can be implemented by using a digital filtering process, including but not limited to: median filtering, mean filtering, gaussian filtering, etc., and proceeding to step S108; it should be noted that the purpose of this step is to improve the accuracy of the result, and in some application scenarios, this step can be omitted by optimizing the hardware conditions,
s108, calculating a distance control increment d according to the distance a: since the distance a can represent the distance between the user and the vehicle, various control strategies in the prior art can be used to calculate a suitable distance control increment d, and further, the vehicle speed is controlled so that the vehicle can automatically follow the user at a certain distance in this mode, in this embodiment, it is preferably implemented by using an increment-based PID control strategy, and according to the input distance a, the PID control increment is calculated with a target value of 200cm (which can be adjusted as required), and the corresponding distance control increment d is calculated, and the process proceeds to step S109; it should be noted that in the application of other embodiments, other control strategies, such as a fuzzy control strategy, an FPS control strategy, an ADRC control strategy, etc., may also be adopted to calculate the distance control increment d according to the distance a;
s109, judging whether the distance control increment d is larger than 0, if yes, the step S113 and the step S114 are carried out, if not, the step S116 is carried out,
s110, judging whether the gradient value f is larger than 0, if so, going to step S112, otherwise, going to step S111,
s111, assigning the steering differential compensation control increment p to be 0: if the gradient value f is less than or equal to 0, it is determined that the vehicle is on a flat ground or a downhill ground, and the situation that the vehicle needs to be decelerated to compensate and correct because the vehicle is located on an uphill ground and the center of gravity of the vehicle is behind, the front wheel friction is smaller, the expected turning cannot be achieved, and the vehicle speed needs to be reduced is not met, the steering differential compensation control increment p is assigned to 0 to be free from participating in the compensation, and the steps S113 and S114 are performed,
s112, the steering differential compensation control increment p is made equal to the gradient value f: if the slope value f > 0 indicates that the vehicle is on an uphill road, the vehicle speed needs to be reduced for compensation correction, the steering differential compensation control increment p is assigned as the slope value f to participate in subsequent compensation correction, and the steps S113 and S114 are performed,
s113, the motor 1 and the motor 2 are respectively calculated according to the corresponding rotating speed control quantities g1 and g 2: the control amount g1 of the rotation speed of the motor 1 is k1d + (k2e-k3p), the control amount g2 of the rotation speed of the motor 2 is k1d- (k2e-k3p), wherein k1, k2 and k3 are all adjustment coefficients corresponding to the distance control increment d, the steering control increment e and the steering differential compensation control increment p, and the adjustment coefficients can be adjusted according to actual conditions, and the process proceeds to step s 115;
s114, calculating the rotation speed control amounts g '1 and g' 2 of the motor 1 and the motor 2 respectively according to: the rotation speed control amount g '1 of the motor 1 is k1d + (k2e + k3p), and the rotation speed control amount g' 2 of the motor 2 is k1d- (k2e + k3p), where k1, k2, and k3 are adjustment coefficients corresponding to the distance control increment d, the steering control increment e, and the steering differential compensation control increment p, and can be adjusted according to different conditions of influencing factors such as an actual road surface and a vehicle structural center of gravity, and in a normal case, k1 has the largest weight compared with k2 and k3, and the process proceeds to step s 115;
s115, the corresponding PWM waveforms are achieved by the rotating speed control scales corresponding to the motor 1 and the motor 2, and the motor is controlled to rotate through output: specifically, the corresponding rotation speed control quantities g1 and g2 of the motor 1 and the motor 2 calculated in the step S113 or the corresponding rotation speed control quantities g '1 and g' 2 of the motor 1 and the motor 2 calculated in the step S114 are converted by a controller to be expressed into corresponding PWM waveforms, and the corresponding motor 1 and the corresponding motor 2 are output and loaded to control, so that the left rear wheel and the right rear wheel of the vehicle have corresponding rotation speeds;
s116, it is determined whether the steering control increment e is 0, if yes, the process proceeds to step S117, otherwise, the process proceeds to step S114,
and S117, not carrying out differential speed adjustment: the situation that the vehicle is following the user in a straight line is indicated as the steering control increment e is 0, and the vehicle only needs to travel normally and is only adjusted in the straight-line traveling speed by the distance control increment d without the need of differential adjustment on the motor 1 and the motor 2 due to the influence of terrain;
for the sake of intuitive understanding and easy explanation, the distance control increment d, the steering control increment e, and the steering differential compensation control increment p are not expressed in specific units, and k1, k2, and k3 are all 1.
When it is detected that the distance a from the user of the vehicle is 250cm by measuring the distance a, and assuming that the distance control increment d calculated at this time is 80, if the user is located at a position right in front of the vehicle and assuming that the steering control increment e calculated at this time is 20, and the section of the road on which the vehicle is traveling is a non-uphill ground, the steering differential compensation control increment p is 0, the rotational speed control amounts g1 and g2 of the motor 1 and the motor 2 for the left and right rear wheels of the vehicle are calculated according to the above formula as: when g1 is 80+ (20-0) is 100 and g2 is 80- (20-0) is 60, the motor 1 and the motor 2 respectively perform right-turn running with the turning strength with the difference of the rotating speeds of 100 and 60 being 40.
B, when it is detected that the distance of the vehicle from the user is 250cm by measuring the distance a and assuming that the distance control increment d calculated at this time is 80, if the user is located at a position just in the front right of the vehicle and assuming that the steering control increment e calculated at this time is 20 and the section of the road on which the vehicle travels is 10 ° uphill, the steering differential compensation control increment p is 10, the rotation speed control amounts g1 and g2 of the motor 1 and the motor 2 for the left and right rear wheels of the vehicle are calculated according to the above formula as: and g1 is 80+ (20-10) is 90, g2 is 80- (20-10) is 70, the motor 1 and the motor 2 respectively carry out right-turn running with the turning strength with the difference of the rotating speeds of 90 and 70 being 20, and compared with the A case, the turning speed is basically consistent, but the strength is smaller, and the running is safer.
C, when it is detected that the distance a from the user of the vehicle is 250cm by measuring the distance a, and assuming that the distance control increment d calculated at this time is 80, if the user is located at a position just in front of the left of the vehicle, and assuming that the steering control increment e calculated at this time is-20, and the section of the road on which the vehicle is traveling is a non-uphill ground, the steering differential compensation control increment p is 0, calculating the rotation speed control amounts g1 and g2 of the motor 1 and the motor 2 of the left and right rear wheels of the vehicle as: g '1 equals 80+ (-20+0) equals 60, g' 2 equals 80- (-20+0) equals 100, and then motor 1 and motor 2 respectively make left-turn travel with turning force with the difference of 60 and 100 rotational speeds being 40.
D, when it is detected that the distance of the vehicle from the user is 250cm by measuring the distance a, and assuming that the distance control increment D calculated at this time is 80, if the user is located at a position just in front of the left of the vehicle, and assuming that the steering control increment e calculated at this time is-20, and the section of the road on which the vehicle travels is an uphill surface of 10 °, the steering differential compensation control increment p is 10, and the rotation speed control amounts g1 and g2 of the motor 1 and the motor 2 for the left and right rear wheels of the vehicle are calculated according to the above formula as: if g '1 is 80+ (-20+10) is 70 and g' 2 is 80- (-20+10) is 90, then motor 1 and motor 2 respectively make a left turn at a turning speed difference of 20 between 70 and 90, and compared with C, the turning speed is substantially the same, but the turning speed is smaller, and the running is safer.
S118, braking and decelerating: when the distance control increment d is less than or equal to 0, indicating that the vehicle is to stop running and start braking to avoid the collision risk, the priority is higher at the moment, and the braking of the motor vehicle can be controlled by adopting all the prior art; as the vehicle adopts a motor-driven advancing mode, the brake can be realized by utilizing the rotation control of the motor, as a preferred embodiment of the invention, the brake control can adopt the brake deceleration which is different from the conventional PID control mode, and the regulation and control of the brake depth based on the increment PID control are adopted, in particular: and (3) taking an absolute value of the distance control increment d of 0 or a negative value, expressing the distance control increment d (a positive value) after the absolute value into a corresponding PWM waveform, outputting and loading the PWM waveform to a corresponding power switch tube, and controlling braking in a braking depth adjusting mode. The brake control of the preferred embodiment is that when the control quantity of the incremental PID speed regulation link is considered to be less than 0, if the brake speed regulation is required, the absolute value of the negative value is taken, the generated positive value is input into the brake mode to carry out brake regulation, the brake depth is provided, so that the smooth brake speed stabilization can be realized, and the brake is not completely carried out or reversed when the control quantity is less than 0, so that the damage to a motor control system plate and a motor mechanical mechanism is serious. Although such a brake deceleration is not as rapid as a conventional direct brake, it is a safer brake control strategy in actual use.
The motor vehicle of the embodiment of the invention has a conventional boosting mode and a remote control mode for controlling walking, and also has a following mode capable of liberating two hands for controlling walking, and the following control walking mode also considers the acceleration and deceleration according to the difference of following distances so as to ensure that no collision occurs, and the optimization of turning modes in different terrains is carried out so as to avoid the risk of out-of-control turning caused by gravity center unbalance. The motor vehicle of the above embodiment of the present invention has the above functions, so that the golfer does not worry about the poor performance of the game due to the fatigue of the hands.
While the invention has been particularly shown and described with reference to a preferred embodiment, it will be understood by those skilled in the art that various changes in form and detail may be made therein without departing from the spirit and scope of the invention as defined by the appended claims.
Claims (10)
1. A motor vehicle control system is used for controlling the running of a motor vehicle, wherein the motor vehicle at least comprises a driving wheel driven by two independent power mechanisms to rotate, and the motor vehicle control system is characterized in that:
the vehicle-mounted wireless communication system comprises first wireless communication modules arranged on two sides of a motor vehicle and second wireless communication modules positioned on a handheld terminal, wherein the second wireless communication modules and the two first wireless communication modules are respectively used for establishing wireless communication connection and positioning and ranging to obtain a distance a and a distance b, and a difference value c is calculated by the distance a and the distance b, and c is a-b,
and comprises an angle detection device arranged on the motor vehicle, the angle detection device obtains the gradient value f of the environment where the motor vehicle is positioned according to the detected pitch angle,
the control system has at least the following control means: calculating a distance control increment d according to one of the distance a and the distance b, calculating a steering control increment e according to the difference c, determining a steering differential compensation control increment p according to the condition of the slope value f of the environment, and adjusting and changing the rotating speed of the power mechanism according to the distance control increment d, the steering control increment e and the steering differential compensation control increment p by using different control strategies.
2. The vehicle control system of claim 1, wherein: the control strategy comprises the following control strategies for braking and decelerating: and when the distance control increment d is less than or equal to 0, controlling the brake of the motor vehicle.
3. The vehicle control system of claim 1, wherein: the control strategy comprises a control strategy of straight walking: and when the steering control increment e is equal to 0, not performing differential adjustment on the power mechanism of the motor vehicle.
4. The vehicle control system of claim 1, wherein: the control strategy comprises a control strategy of turning and walking: and if the gradient value f is less than or equal to 0, assigning the steering differential compensation control increment p to 0, if the gradient value f is greater than 0, assigning the steering differential compensation control increment p to f, and if the steering control increment e is greater than 0, enabling two power mechanisms of the motor vehicle to respectively carry out rotation speed adjustment according to rotation speed control quantities g1 and g2, g1 being equal to k1d + (k2e-k3p) and g2 being equal to k1d- (k2e-k3p), and if the steering control increment e is less than 0, enabling the two power mechanisms of the motor vehicle to respectively carry out rotation speed adjustment according to rotation speed control quantities g '1 and g' 2, and enabling g '1 being equal to k1d + (k2e + k3p) and g' 2 being equal to k1d- (k2e + k3p), wherein k1, k2 and k3 are respectively corresponding to the distance control quantity d, the steering control increment e and the differential compensation control increment p.
5. The vehicle control system according to claim 2, 3 or 4, characterized in that: the control mode of the control strategy is controlled by adopting an increment-based PID control algorithm.
6. The vehicle control system of claim 5, wherein: the power mechanism of the motor vehicle comprises a motor and a full-bridge motor driving module connected with the motor, and the rotation speed of the power mechanism is adjusted and changed by outputting corresponding control increments through an increment PID control algorithm to adjust and change PWM waveforms corresponding to power switching tubes loaded on the full-bridge motor driving module.
7. The vehicle control system according to claim 2, wherein: the control mode of the brake in the control strategy for braking deceleration is as follows: and (3) taking an absolute value of the distance control increment d of 0 or a negative value, expressing the distance control increment d after the absolute value into a corresponding PWM waveform, outputting and loading the PWM waveform to a corresponding power switch tube, and controlling braking in a braking depth adjustment mode.
8. The vehicle control system of claim 1, wherein: one of the distance a and the distance b and the difference value c are further subjected to filtering processing.
9. The vehicle control system of claim 1, wherein: the first wireless communication module and the second wireless communication module are both UWB base station modules, and carry out UWB positioning ranging through a UWB positioning ranging technology.
10. The vehicle control system of claim 1, wherein: the angle detection device is an MPU6500 sensor.
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| CN113856173A (en) * | 2021-09-03 | 2021-12-31 | 安吉豪鼎机电有限公司 | Golf ball follow-up vehicle |
| CN114442478B (en) * | 2021-12-31 | 2024-04-05 | 南京理工大学 | Incremental PID method for controlling smoke generating equipment to output stable CO concentration |
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