CN112776885A - Steering control method and device for multi-section train connected in series - Google Patents

Steering control method and device for multi-section train connected in series Download PDF

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Publication number
CN112776885A
CN112776885A CN201911070421.0A CN201911070421A CN112776885A CN 112776885 A CN112776885 A CN 112776885A CN 201911070421 A CN201911070421 A CN 201911070421A CN 112776885 A CN112776885 A CN 112776885A
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Prior art keywords
train
axle
consist
steering
angle
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CN112776885B (en
Inventor
肖磊
钟汉文
张陈林
彭京
杨勇
谢斌
周胜
周承明
郭洋洋
肖化友
李俊义
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CRRC Zhuzhou Institute Co Ltd
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CRRC Zhuzhou Institute Co Ltd
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D12/00—Steering specially adapted for vehicles operating in tandem or having pivotally connected frames
    • B62D12/02—Steering specially adapted for vehicles operating in tandem or having pivotally connected frames for vehicles operating in tandem
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D5/00—Power-assisted or power-driven steering
    • B62D5/06—Power-assisted or power-driven steering fluid, i.e. using a pressurised fluid for most or all the force required for steering a vehicle
    • B62D5/062—Details, component parts
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D5/00—Power-assisted or power-driven steering
    • B62D5/06—Power-assisted or power-driven steering fluid, i.e. using a pressurised fluid for most or all the force required for steering a vehicle
    • B62D5/08—Power-assisted or power-driven steering fluid, i.e. using a pressurised fluid for most or all the force required for steering a vehicle characterised by type of steering valve used
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • 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
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T30/00—Transportation of goods or passengers via railways, e.g. energy recovery or reducing air resistance

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Steering Control In Accordance With Driving Conditions (AREA)

Abstract

The invention provides a steering control method of a plurality of series-connected trains, wherein each train comprises at least one marshalling, the last marshalling of the previous train is connected with the first marshalling of the next train through a connecting device, and the steering control method comprises the following steps: acquiring a steering angle gamma of a second axle of the last train consist and a connection rotation angle eta of the last train consist and the connecting device of the last train consist1A connection angle η of the first consist of the latter train and the connection device2(ii) a And based on the steering angle γThe connecting angle η1The connecting angle η2Determining a steering angle of a first axle and a second axle of a first consist of the subsequent train.

Description

Steering control method and device for multi-section train connected in series
Technical Field
The invention relates to the field of vehicle control, in particular to a steering control method and a steering control device for a multi-section train.
Background
With the development of economy and population of cities at home and abroad, traffic congestion becomes increasingly serious, and a lot of cities begin to develop a public transportation mode with large and medium traffic volume. Subways and trams are common transportation modes with medium and large transportation volumes in the existing public transportation modes. However, the existing subway or tram needs a special power system and a rail to cooperate to realize operation, and the infrastructure construction and vehicle purchase cost are high.
With the increasing development of vehicle steering and driving technology, the production and manufacture of long-marshalling articulated trains becomes possible. In order to solve the problem of high infrastructure construction and vehicle purchase cost, the institute of electric locomotives in Zhongzhuzhou has proposed an articulated train, which can track the virtual track on the ground, cancel the steel rail, run along the virtual track on the ground in the modes of rubber wheel bearing and steering of a steering wheel, and can be connected in series with a plurality of marshalling in an articulated mode to meet the requirements of medium and large transportation capacity.
At present, an articulated train becomes a public transport system which is considered by priority in many cities due to short construction period, large transportation volume and flexible construction period.
The invention provides a steering control method of a multi-section train connected in series, which can realize the operation control among the multi-section articulated trains connected in series, thereby realizing the combination of the multi-section articulated trains and increasing the passenger carrying capacity during the peak trip period.
Disclosure of Invention
The following presents a simplified summary of one or more aspects in order to provide a basic understanding of such aspects. This summary is not an extensive overview of all contemplated aspects, and is intended to neither identify key or critical elements of all aspects nor delineate the scope of any or all aspects. Its sole purpose is to present some concepts of one or more aspects in a simplified form as a prelude to the more detailed description that is presented later.
According to an aspect of the present invention, there is provided a steering control method of a plurality of trains connected in series, each train including at least one consist, a last consist of a preceding train and a first consist of a following train being connected by a connecting device, the steering control method comprising: acquiring a steering angle gamma of a second axle of the last train consist and a connection rotation angle eta of the last train consist and the connecting device of the last train consist1A connection angle η of the first consist of the latter train and the connection device2(ii) a And the connection rotation angle eta based on the steering angle gamma1The connecting angle η2Determining a steering angle of a first axle and a second axle of a first consist of the subsequent train.
Further, the connection rotation angle eta based on the steering angle gamma1Connecting angle η2Determining a steering angle of a first axle and a second axle of a first section consist of a following train comprises: using the last train consist of the previous train, the connectionThe geometrical relationship of the device and the first train consist of the following train, based on the steering angle γ and the connection angle η1The connecting angle η2Determining a steering angle of a second axle of a first consist of the subsequent train; and determining a steering angle of the first axle of the first train set based on a steering angle of the second axle of the first train set using the geometric relationship of the first axle and the second axle of the first train set.
Further, the determining a steering angle of a second axle of the first section grouping of the following train comprises: calculation formula of steering angle of the second axle using first train consist of subsequent train
Figure BDA0002260774580000021
Calculating a steering angle of the second axle of the first consist of the subsequent train; and said determining a steering angle of a first axle of a first section consist of a following train comprises: calculation formula of steering angle of the first axle using first section consist of following train
Figure BDA0002260774580000022
Calculating a steering angle β of the first axle of the first consist of the following train1Wherein l is1And l2The distance between the first axle and the second axle of the last train consist of the preceding train, l the length of the coupling device, b the distance from the point of connection of the following train to the coupling device to the first axle of the first train consist of the following train, β1And beta2Respectively the steering angles of the first axle and the second axle of the following train.
Further, the steering control method further includes: and simplifying the double-wheel model of the train into a single-wheel model so as to describe the motion characteristics of the train by utilizing the motion characteristics of the single train.
Further, the steering control method further includes: determining steering angles of the axles of the remaining consist of the following train based on the steering angle of the first axle of the following train by using a whole train movement algorithm; and controlling the steering of each axle based on the steering angle of the axle using a hydraulic control algorithm.
Further, said controlling the steering of each axle based on its steering angle using a hydraulic control algorithm comprises: acquiring the current actual angle of each axle; and controlling each axle to rotate from the current actual angle to the corresponding steering angle.
Furthermore, each axle of each train is provided with a hydraulic steering device, the hydraulic steering device comprises a proportional servo valve bank and a hydraulic oil cylinder, two proportional servo valve cores in the proportional servo valve bank are communicated with the hydraulic oil cylinder through an A pipe and a B pipe respectively, and the control of the rotation of each axle from the current actual angle to the corresponding steering angle comprises the following steps: determining target positions of the two proportional servo spools based on the current actual angle and the steering angle of each axle; and controlling the proportional servo valve core to adjust to the target position so as to control the hydraulic oil cylinder to stretch, wherein the hydraulic oil cylinder stretches and drives the axle to rotate.
According to another aspect of the present invention, there is provided a steering control apparatus for a plurality of trains connected in series, each train including at least one consist, a last consist of a preceding train being connected to a first consist of a following train by a connecting apparatus, the steering control apparatus comprising: a memory; and a processor coupled with the memory, the processor configured to: acquiring a steering angle of a second axle of a last train consist of the previous train, a connection corner of the last train consist of the previous train and the connecting device, and a connection corner of a first train consist of the next train and the connecting device; and determining a steering angle of a first axle and a second axle of a first consist of the subsequent train based on the steering angle, the connection corner, and the connection corner.
Further, the processor is further configured to: last train consist using the preceding train, the connecting device andthe geometrical relationship of the first section of the train is based on the steering angle gamma and the connection angle eta1The connecting angle η2Determining a steering angle of a second axle of a first consist of the subsequent train; and determining a steering angle of the first axle of the first train set based on a steering angle of the second axle of the first train set using the geometric relationship of the first axle and the second axle of the first train set.
Further, the processor is further configured to: calculation formula of steering angle of the second axle using first train consist of subsequent train
Figure BDA0002260774580000041
Calculating a steering angle of the second axle of the first consist of the subsequent train; and said determining a steering angle of a first axle of a first section consist of a following train comprises: calculation formula of steering angle of the first axle using first section consist of following train
Figure BDA0002260774580000042
Calculating a steering angle β of the first axle of the first consist of the following train1Wherein l is1And l2The distance between the first axle and the second axle of the last train consist of the preceding train, l the length of the coupling device, b the distance from the point of connection of the following train to the coupling device to the first axle of the first train consist of the following train, β1And beta2Respectively the steering angles of the first axle and the second axle of the following train.
Further, the processor is further configured to: and simplifying the double-wheel model of the train into a single-wheel model so as to describe the motion characteristics of the train by utilizing the motion characteristics of the single train.
Further, the processor is further configured to: determining steering angles of the axles of the remaining consist of the following train based on the steering angle of the first axle of the following train by using a whole train movement algorithm; and controlling the steering of each axle based on the steering angle of the axle using a hydraulic control algorithm.
Further, the processor is further configured to: acquiring the current actual angle of each axle; and controlling each axle to rotate from the current actual angle to the corresponding steering angle.
Further, a hydraulic steering device is arranged on each axle of each train, the hydraulic steering device comprises a proportional servo valve bank and a hydraulic oil cylinder, two proportional servo valve cores in the proportional servo valve bank are respectively communicated with the hydraulic oil cylinder through an A pipe and a B pipe, and the processor is further configured to: determining target positions of the two proportional servo spools based on the current actual angle and the steering angle of each axle; and controlling the proportional servo valve core to adjust to the target position so as to control the hydraulic oil cylinder to stretch, wherein the hydraulic oil cylinder stretches and drives the axle to rotate.
According to a further aspect of the present invention, there is provided a computer storage medium having a computer program stored thereon, the computer program when executed implementing the steps of the steering control method according to any one of the preceding claims.
Drawings
The above features and advantages of the present disclosure will be better understood upon reading the detailed description of embodiments of the disclosure in conjunction with the following drawings.
FIG. 1 is a schematic diagram of a bicycle model according to one aspect of the present invention;
FIG. 2 is a schematic illustration of two trains connected in series according to one aspect of the present invention;
FIG. 3 is a flow chart diagram illustrating a steering control method according to one aspect of the present invention;
FIG. 4A is a connection geometry diagram of two section groupings, according to one aspect of the present invention;
FIG. 4B is a connection geometry diagram of two section groupings, according to one aspect of the present invention;
FIG. 4C is a connection geometry diagram of two section groupings, according to one aspect of the present invention;
FIG. 5 is a partial flow diagram of a steering control method according to one aspect of the present invention;
FIG. 6 is a partial flow diagram of a steering control method according to one aspect of the present invention;
FIG. 7 is a schematic diagram illustrating the construction of a hydraulic steering apparatus according to one aspect of the present invention;
FIG. 8 is a partial flow diagram of a steering control method according to one aspect of the present invention;
FIG. 9 is a partial flow diagram of a steering control method according to one aspect of the present invention;
FIG. 10 is a schematic block diagram of a steering control apparatus according to one aspect of the present invention.
Detailed Description
The following description is presented to enable any person skilled in the art to make and use the invention and is incorporated in the context of a particular application. Various modifications, as well as various uses in different applications will be readily apparent to those skilled in the art, and the generic principles defined herein may be applied to a wide range of embodiments. Thus, the present invention is not intended to be limited to the embodiments shown herein but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.
In the following detailed description, numerous specific details are set forth in order to provide a more thorough understanding of the invention. It will be apparent, however, to one skilled in the art that the practice of the invention may not necessarily be limited to these specific details. In other instances, well-known structures and devices are shown in block diagram form, rather than in detail, in order to avoid obscuring the present invention.
The reader's attention is directed to all papers and documents which are filed concurrently with this specification and which are open to public inspection with this specification, and the contents of all such papers and documents are incorporated herein by reference. All the features disclosed in this specification (including any accompanying claims, abstract and drawings) may be replaced by alternative features serving the same, equivalent or similar purpose, unless expressly stated otherwise. Thus, unless expressly stated otherwise, each feature disclosed is one example only of a generic series of equivalent or similar features.
Note that where used, the designations left, right, front, back, top, bottom, positive, negative, clockwise, and counterclockwise are used for convenience only and do not imply any particular fixed orientation. In fact, they are used to reflect the relative position and/or orientation between the various parts of the object. Furthermore, the terms "first" and "second" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance.
In the description of the present invention, it should be noted that, unless otherwise explicitly specified or limited, the terms "mounted," "connected," and "connected" are to be construed broadly, e.g., as meaning either a fixed connection, a removable connection, or an integral connection; can be mechanically or electrically connected; they may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meanings of the above terms in the present invention can be understood in specific cases to those skilled in the art.
It is noted that, where used, further, preferably, still further and more preferably is a brief introduction to the exposition of the alternative embodiment on the basis of the preceding embodiment, the contents of the further, preferably, still further or more preferably back band being combined with the preceding embodiment as a complete constituent of the alternative embodiment. Several further, preferred, still further or more preferred arrangements of the belt after the same embodiment may be combined in any combination to form a further embodiment.
The invention is described in detail below with reference to the figures and specific embodiments. It is noted that the aspects described below in connection with the figures and the specific embodiments are only exemplary and should not be construed as imposing any limitation on the scope of the present invention.
According to one aspect of the invention, a steering control method for a plurality of series-connected trains is provided to increase the traffic volume of public transportation.
In order to describe the dynamic performance of the vehicle more simply, the double-wheel model of the vehicle is simplified into the single-wheel model so as to describe the motion characteristic of the train by utilizing the motion characteristic of the single train.
Before the vehicle model is established, the following assumptions are made as compared to the actual vehicle model:
(1) neglecting the slip angle between the tire and the road, i.e. the direction of the wheel determines the direction of the wheel;
(2) no other external force action exists;
(3) the wheel travel speed is low and mass and inertia are neglected.
After the above assumptions are made, a "monograph model" of the articulated train can be established, as shown in fig. 1, and when any one car in the articulated train is steered, the relationship between the inside wheels and the outside wheels can be represented by the following formula:
Figure BDA0002260774580000071
Figure BDA0002260774580000072
wherein, a1And a2The steering angle of two wheels on an axle of a carriage is respectively, a is the steering angle of a simulated wheel of the two wheels on the axle, the simulated wheel is positioned on the intersection point of the axle and the central axis of the carriage, w is the distance between the two wheels of the axle, and l is the distance between the two axles of the carriage.
After the steering angle of the simulated wheel of an axle is determined based on the single-wheel model, the steering angles of the two wheels of the axle can be correspondingly calculated based on the equations (1) and (2). The steering angle of each axle described below refers to the steering angle of the simulated wheel corresponding to each axle in the single-wheel model.
In one embodiment, as shown in FIG. 2, the steering control method 200 for a multi-train includes steps S210-S220.
Step S210 is: acquiring a steering angle gamma of a second axle of the last train consist and a connection rotation angle eta of the last train consist and the connecting device of the last train consist1A connection angle η of the first consist of the latter train and the connection device2。
A train refers to a vehicle having at least one consist that can be operated individually. The trains are connected through a connecting device, and particularly, the last marshalling of the previous train is connected with the first marshalling of the next train through the connecting device.
The connecting device can be a folding mechanical coupler device, and can conveniently and quickly connect two trains. The connecting device is simplified into a straight rod, two ends of the straight rod are respectively connected with the last marshalling of the front train and the first marshalling of the rear train, and the two marshalling respectively connected with the two ends of the straight rod can freely swing around the connecting point of the straight rod.
Taking a single train model after two-section three-marshalling trains are connected in series as an example, as shown in fig. 3, a three-marshalling train T1And a three-marshalling train T2Connected in series by the connecting means L. Three-marshalling train T1Comprising T11、T12And T13Three-section marshalling, three-marshalling train T2Respectively comprise T21、T22And T23And (4) three-section grouping. Marshalling T13And marshalling T21Connected by a connecting device L to form a group T13And marshalling T21The geometric relationships between the two elements are exaggerated to clearly illustrate the inventive concepts of the present disclosure.
As shown in fig. 4, a group T13The steering angle of the second axle of (1) is gamma, the grouping T13Angle of connection eta with the connecting device L1Marshalling T21Has a steering angle beta of the first axle1Marshalling T21Has a steering angle beta of the second axle2Marshalling T21Angle of connection eta with the connecting device L2Marshalling T13And marshalling T21The included angle of the central axis of the vehicle body is alpha.
Specifically, T can be grouped by13The second axle and the angle detecting device provided in the connecting device L obtain the formation T detected by the angle detecting device13The steering angle of the second axle is gamma, the grouping T13Angle of connection eta with the connecting device L1And a group T21Angle of connection eta with the connecting device L2。
It will be appreciated that the angle sensing device may be an angle sensor or other device that may be used to sense the steering angle.
Step S220 is: based on the steering angle gamma and the connecting angle eta1The connecting angle η2Determining a steering angle of a first axle and a second axle of a first consist of the subsequent train.
Conventionally, a train generally adopts a track following method to realize steering control of the train. The steering angle of the first axle of the first section group is given by a driver or an automatic driving system, the steering angle of other subsequent axles is obtained through calculation, and the steering of other axles is completed through automatic control so as to realize track following. Therefore, after a plurality of trains are connected in series, the control of the steering angle of the first shaft of the first train group of the next train becomes the key for controlling the operation of the plurality of trains. Accordingly, the present invention broadly provides a method of determining a steer angle of a first axle of a first consist of a subsequent train based on a steer angle of a second axle of a last consist of a previous train.
Due to the connection of the device L with the marshalling T13And marshalling T21Is connected by a connecting angle eta1And η2The influence of (2) cannot guarantee the marshalling T in the actual control process21First axle turning radius R21And a second axle steering radius R22Are all marshalling T13First axle turning radius R15And a second axle steering radius R16The same is true. According to the track following strategy, in the actual vehicle control process, the turning radius of the second axle of the first marshalling of the next train is ensured to be the same as that of the second axle of the last marshalling of the previous train, so that the turning radius of the second axle of the first marshalling of the next train is ensured to be the sameMay be based on a grouping T13First axle turning radius R15And marshalling T21Second axle steering radius R22Determines the grouping T21Of the second axle2Then based on the formation T21Of the second axle2And marshalling T21Of the first axle shaft1Determines the grouping T21Of the first axle shaft1。
Specifically, as shown in FIG. 5, step S220 may include steps S221-S222.
Step S221 is: based on the steering angle gamma and the connection angle eta by using the geometrical relationship of the last train formation of the preceding train, the connection device and the first train formation of the following train1Connecting angle η2Determining a steering angle beta of a second axle of a first set of a following train2。
As shown in fig. 4A, the steering radius R22 of the second axle of the first consist of the following train is first determined. The distance between the first axle and the second axle of the last train consist of the preceding train is l1If the steering angle of the second axle of the last train of the preceding train is γ, then based on the perpendicular relationship between the steering radius and the wheel direction, it can be obtained:
Figure BDA0002260774580000091
and further determining the distance from the intersection point of the central axis of the last marshalling of the previous train and the central axis of the first marshalling of the next train to the second axle of the first marshalling of the next train.
As shown in fig. 4, a consist T can be determined based on the specific dimensions of the components of the two trains21The wheelbase of the first axle and the second axle, i.e. the grouping T21The intersection point H of the central axis and the first axle and the grouping T21Has a distance l from the intersection point D of the central axis and the second axle2Marshalling T21Distance between points F and H of connection with connection device LAnd b, the length of the connecting rod of the connecting device L is L. Suppose a grouping T13And marshalling T21The distance between the intersection point B of the central axis of the vehicle body and the connecting point F is a, and in delta BFG, the following can be obtained according to the sine theorem:
Figure BDA0002260774580000092
wherein alpha is a group T13And marshalling T21The included angle of the central axis of the vehicle body can be obtained according to the external angle relation of delta BFG:
α＝η1+η2 (5)
the distance a from point B to point F can be calculated from equations (4) and (5), i.e.:
Figure BDA0002260774580000093
the distance S between the points B to D can be represented by equation (7):
Figure BDA0002260774580000094
and finally, determining the steering angle gamma of the second axle of the first train of the next train according to the corner relationship in a triangle formed by the intersection point of the central axis of the last train marshalling of the previous train and the first train of the next train, the intersection point of the second axle of the first train of the next train and the central axis of the second axle of the first train of the next train and the steering circle center of the second axle of the first train of the next train.
As shown in fig. 4B, the marshalling T is connected21The steering center O of the second axle and the point B and the extension and grouping T21The extension of OB intersects with the grouping T at the point A, and the extensions of OB and GF intersect with the grouping T at the point C21Has an angle delta with respect to the extension line of the second axle, based on the perpendicular relationship of the connecting device L and the extension line OB and the grouping T21The perpendicular relationship between the second axle and the turning radius OD of the passing D point can be determinedThe following angular relationships are established:
in Δ DEF: angle AEF ═ η2+β2；
In Δ ACE:
Figure BDA0002260774580000101
in Δ ABD:
Figure BDA0002260774580000102
in Δ AOD:
Figure BDA0002260774580000103
in Δ BOD, it is obtained according to the sine theorem:
Figure BDA0002260774580000104
the above angular relationship can be substituted for the following formula (8):
Figure BDA0002260774580000105
correspondingly, step S221 may be specifically configured to: the steering angle gamma of the second axle of the last train consist of the previous train, and the connecting angle eta of the last train consist of the previous train and the connecting device L1The connection angle eta of the first marshalling of the latter train and the connecting device L2In formula (9) to calculate the steering angle beta of the second axle of the first section of the following train2。
Step S222 is: based on the steering angle beta of the second axle of the first train section of the following train using the geometrical relationship of the first axle and the second axle of the first train section of the following train2Determining a steering angle beta of a first axle of a first section of a following train1。
As shown in fig. 4C, a group T21First axle and a consist T21Is a cross point H of the central axisTo marshalling T21Second axle and grouping T21The distance of the intersection point D of the central axes is the grouping T21Wheelbase of, from marshalling T21First axle and a consist T21Is perpendicular to the grouping T21Perpendicular to the central axis of (A) intersects DH at point K.
According to a formation T21The wheel direction of the first axle and the steering radius passing through the point H, and a grouping T21The perpendicular relation between the wheel direction of the second axle and the steering radius of the point D is obtained, and the angle HOK is equal to beta1，∠DOK＝β2。
Further, the air conditioner is provided with a fan,
Figure BDA0002260774580000111
then:
Figure BDA0002260774580000112
correspondingly, step S222 may be correspondingly configured to: steering angle beta of second axle of first section of the following train1And the steering angle gamma of the second axle of the last train of the preceding train is substituted into formula (10) to calculate the steering angle beta of the first axle of the first train of the following train1。
Further, a steering angle β of the first axle of the first consist of the following train is determined1The method 200 further includes a step of controlling the steering of the following train, and specifically, as shown in fig. 6, the steps S230 to S240.
Step S230 is: determining, with a full car movement algorithm, a steering angle for each axle of the remaining consist of the subsequent train based on the steering angle for the first axle of the subsequent train.
Specifically, a steering angle β of a first axle based on a first section of a following train is calculated using a full train movement algorithm1The specific procedure for determining the steering angle of all the remaining axles of the following train is known from the patent CN 105292249 a.
Step S240 is: the steering of each axle is controlled based on its steering angle using a hydraulic control algorithm.
The specific process of controlling the steering of the vehicle is specifically known from the patent CN 107963120 a.
The hydraulic control process begins with the description of the hydraulic steering system for each axle of each grouping, as shown in fig. 7, each hydraulic steering system may include a pressurized energy storage unit 710, a proportional servo valve set 720, an electronic control unit 730, and a hydraulic ram 740.
Two wheels on an axle are connected by a cross beam 750, and an axle trapezoidal link 760 is further mounted on the cross beam 750. The cylinder body of hydraulic cylinder 740 is mounted on the beam of the axle, and the push rod 741 of hydraulic cylinder is mounted on the trapezoidal link 760 of axle.
A hydraulic tank and a charging pump station may be disposed in the charging energy storage unit 710 (not shown) for providing high-pressure oil to the proportional servo valve group 720.
A proportional servo valve and a selector switch valve are provided in the proportional servo valve group 720 (not shown).
The hydraulic oil cylinder 740 is controlled by the proportional servo valve group 720, an oil inlet cavity and an oil outlet cavity of the hydraulic oil cylinder 740 are respectively communicated with a working oil port (A/B port) of a proportional servo valve, and the proportional servo valve is connected with a selector switch.
The electronic control unit is connected with the pressurizing energy storage unit 710 and the proportional servo valve group 720, controls the switching among the outflow of oil from the port A, the inflow of the port B and the inflow of the port A and the outflow of the port B by controlling the selector switch, and controls the opening size of the working oil port of the proportional servo valve by controlling the position of the valve core of the proportional servo valve, so as to control the rotation deformation of the axle trapezoidal connecting rod 741 to drive the wheel to turn.
Correspondingly, as shown in fig. 8, step S240 may include steps S241 to S242.
Step S241 is: the current actual angle of each axle is obtained.
Each axle is provided with an axle angle sensor 770 which is arranged on the axle trapezoidal connecting rod 760 and is hinged with the cross beam 750, the axle angle sensor 770 can feed back the current actual angle of the wheels in real time, and the real-time posture of the whole vehicle can be determined based on the current actual angles of all the axles.
Step S242 is: and controlling each axle to rotate from the current actual angle to the corresponding steering angle.
By determining the difference between the current actual angle of each axle and the corresponding steering angle determined in step S230, the oil flow direction and the oil port size of the proportional servo valve in the proportional servo valve group 720 can be controlled to control the axle to rotate from the current actual angle to the corresponding steering angle.
Further, as shown in fig. 9, step S242 may include steps S910 to S920.
Step S910 is: determining a target position of a proportional servo spool based on the current actual angle and the steering angle for each axle.
The oil flow direction and the opening size of the oil port of the proportional servo valve are determined by the position of the proportional servo valve spool in the proportional servo valve, so that the target position of the required proportional servo valve spool can be determined based on the difference between the current actual angle and the corresponding steering angle of each axle.
Step S920 is: and controlling the proportional servo valve core to adjust to the target position so as to control the hydraulic oil cylinder to stretch, wherein the hydraulic oil cylinder stretches and drives the axle to rotate.
While, for purposes of simplicity of explanation, the methodologies are shown and described as a series of acts, it is to be understood and appreciated that the methodologies are not limited by the order of acts, as some acts may, in accordance with one or more embodiments, occur in different orders and/or concurrently with other acts from that shown and described herein or not shown and described herein, as would be understood by one skilled in the art.
According to a further aspect of the present invention, there is provided a computer storage medium having stored thereon a computer program which, when executed, carries out the steps of the steering control method as described in any of the above embodiments.
According to another aspect of the invention, a steering control device for a plurality of trains connected in series is provided to achieve an increase in the volume of mass transit.
In one embodiment, as shown in FIG. 10, steering control device 1000 includes a memory 1010 and a processor 1020.
The memory 1010 is used to store computer programs.
The processor 1020 is coupled to the memory 1010 to execute computer programs stored on the memory 1010. The processor 1020 is configured to: acquiring a steering angle gamma of a second axle of the last train consist and a connection rotation angle eta of the last train consist and the connecting device of the last train consist1A connection angle η of the first consist of the latter train and the connection device2(ii) a And the connection rotation angle eta based on the steering angle gamma1The connecting angle η2Determining a steering angle of a first axle and a second axle of a first consist of the subsequent train.
A train refers to a vehicle having at least one consist that can be operated individually. The trains are connected through a connecting device, and particularly, the last marshalling of the previous train is connected with the first marshalling of the next train through the connecting device.
The connecting device can be a folding mechanical coupler device, and can conveniently and quickly connect two trains. The connecting device is simplified into a straight rod, two ends of the straight rod are respectively connected with the last marshalling of the front train and the first marshalling of the rear train, and the two marshalling respectively connected with the two ends of the straight rod can freely swing around the connecting point of the straight rod.
Taking a single train model after two-section three-marshalling trains are connected in series as an example, as shown in fig. 3, a three-marshalling train T1And a three-marshalling train T2Connected in series by the connecting means L. Three-marshalling train T1Comprising T11、T12And T13Three-section marshalling, three-marshalling train T2Respectively comprise T21、T22And T23And (4) three-section grouping. Marshalling T13And marshalling T21Connected by a connecting device L to form a group T13And marshalling T21The geometric relationships between the two elements are exaggerated to clearly illustrate the inventive concepts of the present disclosure.
As shown in fig. 4, a group T13The steering angle of the second axle of (1) is gamma, the grouping T13Angle of connection eta with the connecting device L1Marshalling T21Has a steering angle beta of the first axle1Marshalling T21Has a steering angle beta of the second axle2Marshalling T21Angle of connection eta with the connecting device L2Marshalling T13And marshalling T21The included angle of the central axis of the vehicle body is alpha.
Specifically, T can be grouped by13The second axle and the angle detecting device provided in the connecting device L obtain the formation T detected by the angle detecting device13The steering angle of the second axle is gamma, the grouping T13Angle of connection eta with the connecting device L1And a group T21Angle of connection eta with the connecting device L2。
It will be appreciated that the angle sensing device may be an angle sensor or other device that may be used to sense the steering angle.
Conventionally, a train generally adopts a track following method to realize steering control of the train. The steering angle of the first axle of the first section group is given by a driver or an automatic driving system, the steering angle of other subsequent axles is obtained through calculation, and the steering of other axles is completed through automatic control so as to realize track following. Therefore, after a plurality of trains are connected in series, the control of the steering angle of the first shaft of the first train group of the next train becomes the key for controlling the operation of the plurality of trains. The present invention therefore generally provides an apparatus for determining the steer angle of a first axle of a first consist of a subsequent train based on the steer angle of a second axle of a last consist of a previous train.
Due to the connection of the device L with the marshalling T13And marshalling T21Is connected by a connecting angle eta1And η2The influence of (2) cannot guarantee the marshalling T in the actual control process21First axle turning radius R21And a second axle steering radius R22Are all marshalling T13First axle turning radius R15And a second axle shaftTo the radius R16The same is true. According to the trajectory following strategy, in the actual vehicle control process, it is first ensured that the turning radius of the second axle of the first consist of the following train is the same as the turning radius of the second axle of the last consist of the preceding train, so that the first train can be based on the consist T13First axle turning radius R15And marshalling T21Second axle steering radius R22Determines the grouping T21Of the second axle2Then based on the formation T21Of the second axle2And marshalling T21Of the first axle shaft1Determines the grouping T21Of the first axle shaft1。
In particular, the processor 1020 may be further configured to: based on the steering angle gamma and the connection angle eta by using the geometrical relationship of the last train formation of the preceding train, the connection device and the first train formation of the following train1Connecting angle η2Determining a steering angle beta of a second axle of a first set of a following train2(ii) a And using the geometrical relationship of the first axle and the second axle of the first train section of the following train, based on the steering angle beta of the second axle of the first train section of the following train2Determining a steering angle beta of a first axle of a first section of a following train1。
As shown in fig. 4A, the steering radius R22 of the second axle of the first consist of the following train is first determined. The distance between the first axle and the second axle of the last train consist of the preceding train is l1If the steering angle of the second axle of the last train of the preceding train is γ, then based on the perpendicular relationship between the steering radius and the wheel direction, it can be obtained:
Figure BDA0002260774580000151
and further determining the distance from the intersection point of the central axis of the last marshalling of the previous train and the central axis of the first marshalling of the next train to the second axle of the first marshalling of the next train.
As shown in fig. 4, a consist T can be determined based on the specific dimensions of the components of the two trains21The wheelbase of the first axle and the second axle, i.e. the grouping T21The intersection point H of the central axis and the first axle and the grouping T21Has a distance l from the intersection point D of the central axis and the second axle2Marshalling T21The distance between the points F and H of the connecting device L is b, and the length of the connecting rod of the connecting device L is L. Suppose a grouping T13And marshalling T21The distance between the intersection point B of the central axis of the vehicle body and the connecting point F is a, and in delta BFG, the following can be obtained according to the sine theorem:
Figure BDA0002260774580000152
wherein alpha is a group T13And marshalling T21The included angle of the central axis of the vehicle body can be obtained according to the external angle relation of delta BFG:
α＝η1+η2 (5)
the distance a from point B to point F can be calculated from equations (4) and (5), i.e.:
Figure BDA0002260774580000153
the distance S between the points B to D can be represented by equation (7):
Figure BDA0002260774580000154
and finally, determining the steering angle gamma of the second axle of the first train of the next train according to the corner relationship in a triangle formed by the intersection point of the central axis of the last train marshalling of the previous train and the first train of the next train, the intersection point of the second axle of the first train of the next train and the central axis of the second axle of the first train of the next train and the steering circle center of the second axle of the first train of the next train.
As shown in fig. 4B, the marshalling T is connected21The steering center O of the second axle and the point B and the extension and grouping T21The extension of OB intersects with the grouping T at the point A, and the extensions of OB and GF intersect with the grouping T at the point C21Has an angle delta with respect to the extension line of the second axle, based on the perpendicular relationship of the connecting device L and the extension line OB and the grouping T21The perpendicular relationship of the second axle to the turning radius OD through point D may determine the following angular relationship:
in Δ DEF: angle AEF ═ η2+β2；
In Δ ACE:
Figure BDA0002260774580000161
in Δ ABD:
Figure BDA0002260774580000162
in Δ AOD:
Figure BDA0002260774580000163
in Δ BOD, it is obtained according to the sine theorem:
Figure BDA0002260774580000164
the above angular relationship can be substituted for the following formula (8):
Figure BDA0002260774580000165
correspondingly, to determine the steering angle of the second axle of the first section grouping of the following train, the processor 1020 may be specifically configured to: the steering angle gamma of the second axle of the last train consist of the previous train, and the connecting angle eta of the last train consist of the previous train and the connecting device L1The connection angle eta of the first marshalling of the latter train and the connecting device L2Substituted into formula (9) to calculate the next trainOf the first set of axles2。
As shown in fig. 4C, a group T21First axle and a consist T21From the intersection point H of the central axes to the grouping T21Second axle and grouping T21The distance of the intersection point D of the central axes is the grouping T21Wheelbase of, from marshalling T21First axle and a consist T21Is perpendicular to the grouping T21Perpendicular to the central axis of (A) intersects DH at point K.
According to a formation T21The wheel direction of the first axle and the steering radius passing through the point H, and a grouping T21The perpendicular relation between the wheel direction of the second axle and the steering radius of the point D is obtained, and the angle HOK is equal to beta1，∠DOK＝β2。
Further, the air conditioner is provided with a fan,
Figure BDA0002260774580000166
then:
Figure BDA0002260774580000167
correspondingly, to determine the steering angle of the first axle of the first section grouping of the following train, the processor 1020 may be specifically configured to: steering angle beta of second axle of first section of the following train1And the steering angle gamma of the second axle of the last train of the preceding train is substituted into formula (10) to calculate the steering angle beta of the first axle of the first train of the following train1。
Further, a steering angle β of the first axle of the first consist of the following train is determined1The process of controlling steering of the subsequent train is also included, and specifically, the processor 1020 is further configured to: determining steering angles of the axles of the remaining consist of the following train based on the steering angle of the first axle of the following train by using a whole train movement algorithm; and controlling the steering of each axle based on the steering angle of the axle using a hydraulic control algorithm.
Specifically, a steering angle β of a first axle based on a first section of a following train is calculated using a full train movement algorithm1The specific procedure for determining the steering angle of all the remaining axles of the following train is known from the patent CN 105292249 a.
The specific process of controlling the steering of the vehicle is specifically known from the patent CN 107963120 a.
The hydraulic control process begins by first describing the hydraulic steering arrangement for each axle of the respective consist. As shown in fig. 7, each hydraulic steering device may include a charge energy storage unit 710, a proportional servo valve block 720, an electronic control unit 730, and a hydraulic ram 740.
Two wheels on an axle are connected by a cross beam 750, and an axle trapezoidal link 760 is further mounted on the cross beam 750. The cylinder body of hydraulic cylinder 740 is mounted on the beam of the axle, and the push rod 741 of hydraulic cylinder is mounted on the trapezoidal link 760 of axle.
A hydraulic tank and a charging pump station may be disposed in the charging energy storage unit 710 (not shown) for providing high-pressure oil to the proportional servo valve group 720.
A proportional servo valve and a selector switch valve are provided in the proportional servo valve group 720 (not shown).
The hydraulic oil cylinder 740 is controlled by the proportional servo valve group 720, an oil inlet cavity and an oil outlet cavity of the hydraulic oil cylinder 740 are respectively communicated with a working oil port (A/B port) of a proportional servo valve, and the proportional servo valve is connected with a selector switch.
The electronic control unit is connected with the pressurizing energy storage unit 710 and the proportional servo valve group 720, controls the switching among the outflow of oil from the port A, the inflow of the port B and the inflow of the port A and the outflow of the port B by controlling the selector switch, and controls the opening size of the working oil port of the proportional servo valve by controlling the position of the valve core of the proportional servo valve, so as to control the rotation deformation of the axle trapezoidal connecting rod 741 to drive the wheel to turn.
Correspondingly, to achieve steering of the other following axle, the processor 1020 may be further configured to: acquiring the current actual angle of each axle; and controlling each axle to rotate from the current actual angle to the corresponding steering angle.
Each axle is provided with an axle angle sensor 770 which is arranged on the axle trapezoidal connecting rod 760 and is hinged with the cross beam 750, the axle angle sensor 770 can feed back the current actual angle of the wheels in real time, and the real-time posture of the whole vehicle can be determined based on the current actual angles of all the axles.
By judging the difference between the current actual angle of each axle and the determined corresponding steering angle, the oil flow direction and the oil port size of the proportional servo valve in the proportional servo valve group 720 can be controlled to control the axle to rotate from the current actual angle to the corresponding steering angle.
The oil flow direction and the opening size of the oil port of the proportional servo valve are determined by the position of the proportional servo valve spool in the proportional servo valve, so that the target position of the required proportional servo valve spool can be determined based on the difference between the current actual angle and the corresponding steering angle of each axle.
Further, to achieve hydraulic steering of the various axles, the processor 1020 may be specifically configured to: determining a target position of the proportional servo spool based on the current actual angle and the steering angle for each axle; and controlling the proportional servo valve core to adjust to the target position so as to control the hydraulic oil cylinder to stretch, wherein the hydraulic oil cylinder stretches and drives the axle to rotate.
Those of skill in the art would understand that information, signals, and data may be represented using any of a variety of different technologies and techniques. For example, data, instructions, commands, information, signals, bits (bits), symbols, and chips that may be referenced throughout the above description may be represented by voltages, currents, electromagnetic waves, magnetic fields or particles, optical fields or particles, or any combination thereof.
Those of skill would further appreciate that the various illustrative logical blocks, modules, circuits, and algorithm steps described in connection with the embodiments disclosed herein may be implemented as electronic hardware, computer software, or combinations of both. To clearly illustrate this interchangeability of hardware and software, various illustrative components, blocks, modules, circuits, and steps have been described above generally in terms of their functionality. Whether such functionality is implemented as hardware or software depends upon the particular application and design constraints imposed on the overall system. Skilled artisans may implement the described functionality in varying ways for each particular application, but such implementation decisions should not be interpreted as causing a departure from the scope of the present invention.
The various illustrative logical modules, and circuits described in connection with the embodiments disclosed herein may be implemented or performed with a general purpose processor, a Digital Signal Processor (DSP), an Application Specific Integrated Circuit (ASIC), a Field Programmable Gate Array (FPGA) or other programmable logic device, discrete gate or transistor logic, discrete hardware components, or any combination thereof designed to perform the functions described herein. A general purpose processor may be a microprocessor, but in the alternative, the processor may be any conventional processor, controller, microcontroller, or state machine. A processor may also be implemented as a combination of computing devices, e.g., a combination of a DSP and a microprocessor, a plurality of microprocessors, one or more microprocessors in conjunction with a DSP core, or any other such configuration.
The steps of a method or algorithm described in connection with the embodiments disclosed herein may be embodied directly in hardware, in a software module executed by a processor, or in a combination of the two. A software module may reside in RAM memory, flash memory, ROM memory, EPROM memory, EEPROM memory, registers, hard disk, a removable disk, a CD-ROM, or any other form of storage medium known in the art. An exemplary storage medium is coupled to the processor such the processor can read information from, and write information to, the storage medium. In the alternative, the storage medium may be integral to the processor. The processor and the storage medium may reside in an ASIC. The ASIC may reside in a user terminal. In the alternative, the processor and the storage medium may reside as discrete components in a user terminal.
In one or more exemplary embodiments, the functions described may be implemented in hardware, software, firmware, or any combination thereof. If implemented in software as a computer program product, the functions may be stored on or transmitted over as one or more instructions or code on a computer-readable medium. Computer-readable media includes both computer storage media and communication media including any medium that facilitates transfer of a computer program from one place to another. A storage media may be any available media that can be accessed by a computer. By way of example, and not limitation, such computer-readable media can comprise RAM, ROM, EEPROM, CD-ROM or other optical disk storage, magnetic disk storage or other magnetic storage devices, or any other medium that can be used to carry or store desired program code in the form of instructions or data structures and that can be accessed by a computer. Any connection is properly termed a computer-readable medium. For example, if the software is transmitted from a web site, server, or other remote source using a coaxial cable, fiber optic cable, twisted pair, Digital Subscriber Line (DSL), or wireless technologies such as infrared, radio, and microwave, then the coaxial cable, fiber optic cable, twisted pair, DSL, or wireless technologies such as infrared, radio, and microwave are included in the definition of medium. Disk (disk) and disc (disc), as used herein, includes Compact Disc (CD), laser disc, optical disc, Digital Versatile Disc (DVD), floppy disk and blu-ray disc where disks (disks) usually reproduce data magnetically, while discs (discs) reproduce data optically with lasers. Combinations of the above should also be included within the scope of computer-readable media.
The previous description is provided to enable any person skilled in the art to practice the various aspects described herein. It is to be understood that the scope of the invention is to be defined by the appended claims and not by the specific constructions and components of the embodiments illustrated above. Those skilled in the art can make various changes and modifications to the embodiments within the spirit and scope of the present invention, and these changes and modifications also fall within the scope of the present invention.

Claims (15)

1. A steering control method for a plurality of series-connected trains, each train including at least one consist, a last consist of a preceding train being connected to a first consist of a following train by a connecting device, the steering control method comprising:
acquiring a steering angle gamma of a second axle of the last train consist and a connection rotation angle eta of the last train consist and the connecting device of the last train consist1A connection angle η of the first consist of the latter train and the connection device2(ii) a And
based on the steering angle gamma and the connecting angle eta1The connecting angle η2Determining a steering angle of a first axle and a second axle of a first consist of the subsequent train.
2. The steering control method according to claim 1, wherein the connection rotation angle η based on the steering angle γ1Connecting angle η2Determining a steering angle of a first axle and a second axle of a first section consist of a following train comprises:
using the geometrical relationship of the last train consist of the preceding train, the connection device and the first train consist of the following train, based on the steering angle γ and the connection angle η1The connecting angle η2Determining a steering angle of a second axle of a first consist of the subsequent train; and
determining a steering angle of the first axle of the first consist of the subsequent train based on a steering angle of the second axle of the first consist of the subsequent train using a geometric relationship of the first axle and the second axle of the first consist of the subsequent train.
3. The steering control method according to claim 2,
said determining a steering angle of a second axle of the first section grouping of the following train comprises:
calculation formula of steering angle of the second axle using first train consist of subsequent train
Figure FDA0002260774570000011
Calculating a steering angle of the second axle of the first consist of the subsequent train; and
said determining a steering angle of a first axle of a first section consist of a following train comprises:
calculation formula of steering angle of the first axle using first section consist of following train
Figure FDA0002260774570000021
Calculating a steering angle β of the first axle of the first consist of the following train1，
Wherein l1And l2The distance between the first axle and the second axle of the last train consist of the preceding train, l the length of the coupling device, b the distance from the point of connection of the following train to the coupling device to the first axle of the first train consist of the following train, β1And beta2Respectively the steering angles of the first axle and the second axle of the following train.
4. The steering control method according to claim 1, characterized by further comprising:
and simplifying the double-wheel model of the train into a single-wheel model so as to describe the motion characteristics of the train by utilizing the motion characteristics of the single train.
5. The steering control method according to claim 1, characterized by further comprising:
determining steering angles of the axles of the remaining consist of the following train based on the steering angle of the first axle of the following train by using a whole train movement algorithm; and
the steering of each axle is controlled based on its steering angle using a hydraulic control algorithm.
6. The steering control method according to claim 5, wherein said controlling the steering of each axle based on the steering angle of the axle using a hydraulic control algorithm comprises:
acquiring the current actual angle of each axle; and
and controlling each axle to rotate from the current actual angle to the corresponding steering angle.
7. The steering control method according to claim 7, wherein a hydraulic steering device is arranged on each axle of each train, the hydraulic steering device comprises a proportional servo valve group and a hydraulic oil cylinder, two proportional servo valve cores in the proportional servo valve group are respectively communicated with the hydraulic oil cylinder through an A pipe and a B pipe, and the controlling of each axle to rotate from the current actual angle to the corresponding steering angle comprises the following steps:
determining target positions of the two proportional servo spools based on the current actual angle and the steering angle of each axle;
and controlling the proportional servo valve core to adjust to the target position so as to control the hydraulic oil cylinder to stretch, wherein the hydraulic oil cylinder stretches and drives the axle to rotate.
8. A steering control device for a plurality of series-connected trains, each train including at least one consist, a last consist of a preceding train being connected to a first consist of a following train by a connecting device, the steering control device comprising:
a memory; and
a processor coupled with the memory, the processor configured to:
acquiring a steering angle gamma of a second axle of the last train consist and a connection rotation angle eta of the last train consist and the connecting device of the last train consist1A connection angle η of the first consist of the latter train and the connection device2(ii) a And
based on the steering angle gamma and the connecting angle eta1The connecting angle η2Determining a steering angle of a first axle and a second axle of a first consist of the subsequent train.
9. The steering control device of claim 8, wherein the processor is further configured to:
using the geometrical relationship of the last train consist of the preceding train, the connection device and the first train consist of the following train, based on the steering angle γ and the connection angle η1The connecting angle η2Determining a steering angle of a second axle of a first consist of the subsequent train; and
determining a steering angle of the first axle of the first consist of the subsequent train based on a steering angle of the second axle of the first consist of the subsequent train using a geometric relationship of the first axle and the second axle of the first consist of the subsequent train.
10. The steering control device of claim 9, wherein the processor is further configured to:
calculation formula of steering angle of the second axle using first train consist of subsequent train
Figure FDA0002260774570000031
Calculating a steering angle of the second axle of the first consist of the subsequent train; and
calculation formula of steering angle of the first axle using first section consist of following train
Figure FDA0002260774570000041
Calculating a steering angle β of the first axle of the first consist of the following train1，
Wherein l1And l2The distance between the first axle and the second axle of the last train consist of the preceding train, l the length of the coupling device, b the distance from the point of connection of the following train to the coupling device to the first axle of the first train consist of the following train, β1And beta2A first axle and a second axle of the following train, respectivelyThe steering angle of the shaft.
11. The steering control device of claim 8, wherein the processor is further configured to:
and simplifying the double-wheel model of the train into a single-wheel model so as to describe the motion characteristics of the train by utilizing the motion characteristics of the single train.
12. The steering control device of claim 8, wherein the processor is further configured to:
determining steering angles of the axles of the remaining consist of the following train based on the steering angle of the first axle of the following train by using a whole train movement algorithm; and
the steering of each axle is controlled based on its steering angle using a hydraulic control algorithm.
13. The steering control device of claim 12, wherein the processor is further configured to:
acquiring the current actual angle of each axle; and
and controlling each axle to rotate from the current actual angle to the corresponding steering angle.
14. The steering control device of claim 13, wherein a hydraulic steering device is provided on each axle of each train, the hydraulic steering device comprising a proportional servo valve set and a hydraulic ram, the processor further configured to:
determining a target position of a proportional servo spool within the proportional servo valve bank based on the current actual angle and the steering angle for each axle; and
and controlling the proportional servo valve core to adjust to the target position so as to control the hydraulic oil cylinder to stretch, wherein the hydraulic oil cylinder stretches and drives the axle to rotate.
15. A computer storage medium having a computer program stored thereon, wherein the computer program when executed implements the steps of the steering control method according to any of claims 1-7.
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CN113147897A (en) * 2021-05-24 2021-07-23 清华大学 Control method and system for automobile train track coincidence
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CN113734245B (en) * 2021-09-24 2024-03-12 中车南京浦镇车辆有限公司 Method and device for controlling tracking of rotary shaft type rubber wheel low-floor virtual rail train
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