CN113525366A - Transverse control method for hydraulic transverse controller of steel-wheel road roller - Google Patents
Transverse control method for hydraulic transverse controller of steel-wheel road roller Download PDFInfo
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- CN113525366A CN113525366A CN202110860068.7A CN202110860068A CN113525366A CN 113525366 A CN113525366 A CN 113525366A CN 202110860068 A CN202110860068 A CN 202110860068A CN 113525366 A CN113525366 A CN 113525366A
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
- B60W30/10—Path keeping
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
- B60W30/18—Propelling the vehicle
- B60W30/18009—Propelling the vehicle related to particular drive situations
- B60W30/18145—Cornering
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
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- E—FIXED CONSTRUCTIONS
- E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
- E01C—CONSTRUCTION OF, OR SURFACES FOR, ROADS, SPORTS GROUNDS, OR THE LIKE; MACHINES OR AUXILIARY TOOLS FOR CONSTRUCTION OR REPAIR
- E01C19/00—Machines, tools or auxiliary devices for preparing or distributing paving materials, for working the placed materials, or for forming, consolidating, or finishing the paving
- E01C19/22—Machines, tools or auxiliary devices for preparing or distributing paving materials, for working the placed materials, or for forming, consolidating, or finishing the paving for consolidating or finishing laid-down unset materials
- E01C19/23—Rollers therefor; Such rollers usable also for compacting soil
- E01C19/26—Rollers therefor; Such rollers usable also for compacting soil self-propelled or fitted to road vehicles
- E01C19/262—Rollers therefor; Such rollers usable also for compacting soil self-propelled or fitted to road vehicles pedestrian-controlled, e.g. with safety arrangements for operator
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
- B60W2050/0001—Details of the control system
- B60W2050/0002—Automatic control, details of type of controller or control system architecture
- B60W2050/0008—Feedback, closed loop systems or details of feedback error signal
- B60W2050/0011—Proportional Integral Differential [PID] controller
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2300/00—Indexing codes relating to the type of vehicle
- B60W2300/17—Construction vehicles, e.g. graders, excavators
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2710/00—Output or target parameters relating to a particular sub-units
- B60W2710/20—Steering systems
Abstract
The invention provides a transverse control method for a hydraulic transverse controller of a steel-wheel road roller, aiming at the technical problems in the prior art, and the method comprises the following steps: the method comprises the following steps: controlling the road roller to run according to the planned path and the target angular speed through a pure tracking algorithm; step two: compensating a steering angle by combining a steering clearance of a steering system of the road roller in the driving process; step three: performing lateral deviation compensation through a PID compensation algorithm; step four: compensating the current angular velocity through a PID compensation algorithm; step five: then carrying out course deviation compensation through a PID compensation algorithm; step six: and then, combining the incremental PID control logic to convert the target front wheel deflection angle of the vehicle into target steering wheel rotation angle output control. The navigation auxiliary comparison target course and the current course are added on the basis of the existing pure tracking algorithm, and deviation compensation is carried out through various compensation algorithms to improve the transverse control precision at the bend so as to ensure that the mode direction error is greatly reduced in the whole construction process.
Description
Technical Field
The invention relates to the technical field of steering control of road rollers, in particular to a transverse control method for a hydraulic transverse controller of a steel-wheel road roller.
Background
The existing transverse and longitudinal bottom layer controller in the current market almost adopts an electric controller and almost does not adopt a hydraulic controller scheme, because an electric control system has the characteristic of high precision and timeliness, and the hydraulic controller has the characteristic of low timeliness for the traditional manual driving controller. Aiming at the problem of the bottom layer hydraulic controller, the method adopted by only a few manufacturers in the market at present is a method of installing an electric controller later for control, the requirements on cost and algorithm are higher, and the problem of low control precision exists because the hydraulic actuator is arranged at the bottom layer of the chassis control electric controller.
The existing control algorithms in the market at present mainly use PID algorithm and MPC algorithm. The MPC algorithm has the characteristics of large algorithm computation amount and high complexity, has higher requirements on hardware computation force, and cannot satisfy the requirements of volume production on hardware; the defects that the PID algorithm has small operand and low requirement on hardware are that different construction flows with high debugging difficulty possibly need different debugging parameters, and the parameter applicability is poor.
Disclosure of Invention
The invention provides a transverse control method for a hydraulic transverse controller of a steel-wheel road roller aiming at the technical problems in the prior art, which is characterized in that a navigation auxiliary comparison target course and a current course difference value are added on the basis of the existing pure tracking algorithm, and deviation compensation is carried out through various compensation algorithms to improve the transverse control precision at a bend so as to ensure that the mode direction error is greatly reduced in the whole construction process.
According to a first aspect of the invention, a lateral control method for a hydraulic lateral controller of a steel-wheel road roller is provided, which comprises the following steps:
the method comprises the following steps: controlling the road roller to run according to the planned path and the target angular speed through a pure tracking algorithm;
step two: compensating a steering angle by combining a steering clearance of a steering system of the road roller in the driving process;
step three: performing lateral deviation compensation through a PID compensation algorithm;
step four: compensating the current angular velocity through a PID compensation algorithm;
step five: then carrying out course deviation compensation through a PID compensation algorithm;
step six: and then, combining the incremental PID control logic to convert the target front wheel deflection angle of the vehicle into target steering wheel rotation angle output control.
On the basis of the technical scheme, the invention can be improved as follows.
Optionally, the specific steps of the first step are as follows: and acquiring a planned path, selecting a pre-aiming point in the planned path according to the current running speed and the curvature of the planned path, acquiring the attribute of the pre-aiming point in the planned path, and calculating the real-time running radius according to the position point of the road roller and the pre-aiming point.
Optionally, the specific steps of the second step are as follows: the method comprises the steps of respectively arranging sensors in front of a vehicle and behind the vehicle to acquire vehicle steering information, acquiring steering system gaps, carrying out under-steering compensation according to the steering system gaps, generating a path curve under the condition of under-steering when the steering system has under-steering of a small angle, and compensating a steering difference value to a control parameter in the steering control process through a controller to adjust so as to solve the problem of under-steering.
Optionally, the specific steps of the third step are as follows: selecting a plurality of path points on a planned path, calculating to obtain the average transverse deviation corresponding to the selected path points, calculating the transverse deviation when reaching the path points according to the current speed and the course, calculating the average transverse deviation, and then compensating and correcting the current transverse deviation through a PID (proportion integration differentiation) compensation algorithm, so that the average transverse deviation is as small as possible, the transverse deviation of the current position is as small as possible, and the steering wheel swings as little as possible.
Optionally, in the fourth step, PID compensation control is performed according to the current angular velocity and the target angular velocity.
Optionally, the specific steps of the step five are as follows: and compensating the course deviation through a PID compensation algorithm, wherein a plurality of path points on the planned path are selected, the average course deviation corresponding to the selected path points is calculated, the current course is compared with the average course deviation, and the compensation is performed through the PID compensation algorithm, so that the average course deviation is as small as possible, the transverse deviation of the current position is as small as possible, and the steering wheel swings as little as possible.
Optionally, the specific steps of the sixth step are as follows: and converting the target angular speed into a target deflection angle of the front wheel through incremental PID control, and outputting the target deflection angle to a steering wheel corner for steering control.
Optionally, the attribute of the preview point includes a relative coordinate and a heading of the preview point, and steering angle information corresponding to the preview point.
Optionally, the lateral deviation and the heading deviation both use the center line of the road as a reference line.
Optionally, after the average lateral deviation and the target declination are calculated, the corresponding compensation or control parameters are automatically matched through fuzzy query.
The invention has the beneficial effects that: the invention provides a transverse control method for a hydraulic transverse controller of a steel-wheel road roller, which adds a navigation auxiliary comparison target course and a difference value of a current course on the basis of the existing pure tracking algorithm, and performs deviation compensation through various compensation algorithms to improve the transverse control precision at a bend so as to ensure that the mode direction error is greatly reduced in the whole construction process. By adopting the improved pure tracking algorithm and the incremental PID algorithm, the time complexity of the algorithm is effectively reduced under the condition of not reducing the control precision, and the dependence on a controller is reduced.
Drawings
FIG. 1 is a flow chart of a lateral control method for a hydraulic lateral controller of a steel-wheel road roller, provided by the invention;
FIG. 2 is a schematic diagram of a pure tracking algorithm in an embodiment;
FIG. 3 is a schematic diagram of a lateral deviation of a lateral control method for a hydraulic lateral controller of a steel-wheeled road roller according to the present invention;
FIG. 4 is a schematic view of a course deviation of a lateral control method for a hydraulic lateral controller of a steel-wheeled road roller according to the present invention;
Detailed Description
The following detailed description of embodiments of the present invention is provided in connection with the accompanying drawings and examples. The following examples are intended to illustrate the invention but are not intended to limit the scope of the invention.
Fig. 1 is a flowchart of a lateral control method for a hydraulic lateral controller of a steel-wheel road roller, as shown in fig. 1, the method includes:
the method comprises the following steps: controlling the road roller to run according to the planned path and the target angular speed through a pure tracking algorithm;
step two: compensating a steering angle by combining a steering clearance of a steering system of the road roller in the driving process;
the steering backlash is a feedforward compensation amount, is an inherent property, and is generated when the steering system is designed and installed. The steering clearance is reversely calculated by acquiring the current steering wheel angle and the front wheel deflection angle value, the calculated steering clearance is an approximate quantity, and the steering clearance values at different angles are obtained by small-range debugging after the steering clearance compensation, and the general steering clearance is only in a small-angle range.
Step three: performing lateral deviation compensation through a PID compensation algorithm;
it can be understood that the transverse deviation of the current position and the target position is compensated by a PID compensation algorithm, and corresponding corner control is output, so that the transverse deviation is corrected, and the smooth progress can be realized according to a planned path.
The method comprises the following specific steps of selecting three path points on a planned path, calculating according to the target course and the current course of each point, calculating the average course deviation of the selected three path points, and compensating through a PID (proportion integration differentiation) compensation algorithm to ensure that the transverse deviation with the nearest road is as small as possible, the steering wheel rotation frequency is as small as possible, and the steering wheel shake is as small as possible or is kept in a set error range.
Step four: compensating the current angular velocity through a PID compensation algorithm;
it can be understood that the angular speed deviation between the current position and the target position is compensated by a PID compensation algorithm, and corresponding rotation angle control is output, so that the angular speed deviation is corrected, and the vehicle can smoothly move forward according to a planned path.
Selecting three path points on a planned path, calculating according to the target angular velocity and the current angular velocity of each point, calculating the average angular velocity deviation of the selected three path points, and compensating through a PID (proportion integration differentiation) compensation algorithm to ensure that the transverse deviation with the nearest road is as small as possible, the steering wheel rotation frequency is as small as possible, the steering wheel shake is as small as possible, or the steering wheel shake is kept within a set error range.
Step five: then carrying out course deviation compensation through a PID compensation algorithm;
it can be understood that the course deviation between the current position and the target position is compensated by a PID compensation algorithm, and corresponding corner control is output, so that the course deviation is corrected, and the user can smoothly advance according to a planned path.
The method comprises the following specific steps of selecting three path points on a planned path, calculating according to the target course and the current course of each point, calculating the average course deviation of the selected three path points, and compensating through a PID (proportion integration differentiation) compensation algorithm to ensure that the transverse deviation with the nearest road is as small as possible, the steering wheel rotation frequency is as small as possible, and the steering wheel shake is as small as possible or is kept in a set error range.
Step six: and then, combining the incremental PID control logic to convert the target front wheel deflection angle of the vehicle into target steering wheel rotation angle output control.
It can be understood that, based on the defects in the background art, the embodiment of the invention provides a lateral control method for a hydraulic lateral controller of a steel-wheel road roller, which combines and improves a pure tracking algorithm and a PID fuzzy algorithm, compensates a steering angle, a lateral deviation, an angular speed and a market deviation in the driving process of the road roller, converts a front wheel deflection angle of the road roller into a target rotation angle of a steering wheel by using an incremental PID control logic, and finally outputs the control on the rotation angle of the steering wheel.
The invention adds navigation assistance to compare the difference value between the target course and the current course on the basis of the existing pure tracking algorithm, and performs deviation compensation through various compensation algorithms to improve the transverse control precision at the bend so as to ensure that the modal direction error is greatly reduced in the whole construction process.
In a possible embodiment, the specific steps of the first step are as follows: and acquiring a planned path, selecting a pre-aiming point in the planned path according to the current running speed and the curvature of the planned path, acquiring the attribute of the pre-aiming point in the planned path, and calculating the real-time running radius according to the position point of the road roller and the pre-aiming point.
It can be understood that, as shown in fig. 2, the running radius is R, wherein the specific calculation manner is as follows: the figure shows the next waypoint we are to trace, which lies on the planned path we have planned, and which we now need to control the vehicle to pass through, point ldRepresenting the distance from the current position of the vehicle to a path point, and alpha representing the included angle between the current vehicle body posture and a target path point, then according to the sine theorem, we can deduce the following conversion formula:
then:
then
The final expression of the pure trace algorithm control quantity is
In a possible embodiment, the specific steps of step two are as follows: the method comprises the steps of respectively arranging sensors in front of a vehicle and behind the vehicle to acquire vehicle steering information, acquiring steering system gaps, carrying out under-steering compensation according to the steering system gaps, generating a path curve under the condition of under-steering when the steering system has under-steering of a small angle, and compensating a steering difference value to a control parameter in the steering control process through a controller to adjust so as to solve the problem of under-steering.
It can be understood that, the sensors are respectively arranged in front of and behind the vehicle, so that the steering angle information of the vehicle can be acquired, and according to the vehicle steering system, the gap size between the front wheels and a specific position after the vehicle is steered can be obtained, so that in the embodiment, according to the above information, when the steering system has steering insufficiency of a certain angle, a steering difference value is obtained according to the generated path curve under the condition of steering insufficiency, and the steering difference value is compensated into further regulation control; so that the steering angle coincides with the steering angle corresponding to the target steering direction.
In a possible embodiment, the specific steps of step three are as follows: selecting a plurality of path points on a planned path, calculating to obtain the average transverse deviation corresponding to the selected path points, calculating the transverse deviation when reaching the path points according to the current speed and the course, calculating the average transverse deviation, and then compensating and correcting the current transverse deviation through a PID (proportion integration differentiation) compensation algorithm, so that the average transverse deviation is as small as possible, the transverse deviation of the current position is as small as possible, and the steering wheel swings as little as possible.
It can be understood that, in the embodiment, three points in the planned path are taken as path points by way of example, as shown in fig. 3, an average lateral deviation of the three points can be obtained, according to the setting, the lateral deviation corresponding to the current position of the vehicle is compared with the average lateral deviation, and then the target angular velocity is compensated and corrected by using the PID compensation algorithm.
In a possible embodiment, in the fourth step, PID compensation control is performed according to the current angular velocity and the target angular velocity.
It can be understood that the current angular velocity and the target angular velocity are compensated by a PID compensation algorithm, and corresponding angular velocity control is output, so that the current angular velocity is corrected, and smooth progress can be made according to a planned path.
In a possible embodiment, the specific steps of step five are as follows: and compensating the course deviation through a PID compensation algorithm, wherein a plurality of path points on the planned path are selected, the average course deviation corresponding to the selected path points is calculated, and the course is compensated through the PID compensation algorithm, so that the average course deviation is as small as possible, the transverse deviation of the current position is as small as possible, and the steering wheel swings as little as possible.
It can be understood that, in the course of the course deviation compensation, three points on the planned path are also selected as the path points, as shown in fig. 4, the average course deviation of the three selected path points is calculated according to the deviation value of the course deviation of each point and compared with the current course deviation, and then the current course deviation is compensated and corrected by the PID compensation algorithm, so that the course deviation is consistent with the course deviation of the planned path or is kept within the set error range.
In a possible embodiment, the specific steps of step six are as follows: and converting the target angular speed into a target deflection angle of the front wheel through incremental PID control, and outputting the target deflection angle to a steering wheel corner for steering control.
It is understood that the incremental PID control is a control algorithm by PID-controlling an increment of a controlled variable (a difference between the present controlled variable and the last controlled variable). Different from position PID control, incremental PID control makes a difference between the control quantity at the current moment and the control quantity at the previous moment, and takes the difference as a new control quantity, so that the incremental PID control is a recursive algorithm. The incremental PID control replaces the accumulation effect of the original integral link mainly by calculating the increment, thereby avoiding the integral link from occupying a large amount of calculation performance and storage space. Therefore, the present embodiment enables quick response and control of the adjustment of the steering wheel angle within a certain accuracy range.
In a possible embodiment mode, the attribute of the pre-aiming point comprises the relative coordinate of the pre-aiming point, the heading and the steering angle information corresponding to the pre-aiming point.
In one possible embodiment, the lateral deviation and the heading deviation are both based on the center line of the road.
It can be understood that the vehicle is generally symmetrical, the center line of the road is the most middle part of the road, and the corresponding parameter is generally the average value of the edge lines of the road, so that the calculation and control are more accurate by taking the average value as the reference line.
In one possible embodiment, after the average lateral deviation and the target declination are calculated, the corresponding compensation or control parameters are automatically matched through fuzzy query.
It can be understood that the time required for calculating each group of data and the occupied memory space can be saved by setting the fuzzy query, and the error of the steering adjustment output can be further reduced.
Compared with the MPC algorithm and the PID algorithm in the prior art, the transverse control method for the hydraulic transverse controller of the steel-wheel road roller provided by the invention has the advantages that the pure tracking algorithm, the transverse deviation compensation course deviation compensation algorithm and the bottom layer incremental PID algorithm have better effects, the time complexity is low, the debugging is convenient, the applicability is strong, and various available construction scenes can be used and can be suitable for other vehicle types of the same type. The application control of road rollers with different models and different old and new degrees can be met. After repeated trial and test, the die direction error in the construction process can be completely controlled within 10 cm.
It should be noted that, in the foregoing embodiments, the descriptions of the respective embodiments have respective emphasis, and reference may be made to relevant descriptions of other embodiments for parts that are not described in detail in a certain embodiment.
As will be appreciated by one skilled in the art, embodiments of the present invention may be provided as a method, system, or computer program product. Accordingly, the present invention may take the form of an entirely hardware embodiment, an entirely software embodiment or an embodiment combining software and hardware aspects. Furthermore, the present invention may take the form of a computer program product embodied on one or more computer-usable storage media (including, but not limited to, disk storage, CD-ROM, optical storage, and the like) having computer-usable program code embodied therein.
The present invention is described with reference to flowchart illustrations and/or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of the invention. It will be understood that each flow and/or block of the flow diagrams and/or block diagrams, and combinations of flows and/or blocks in the flow diagrams and/or block diagrams, can be implemented by computer program instructions. These computer program instructions may be provided to a processor of a general purpose computer, special purpose computer, embedded computer, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, create means for implementing the functions specified in the flowchart flow or flows and/or block diagram block or blocks.
These computer program instructions may also be stored in a computer-readable memory that can direct a computer or other programmable data processing apparatus to function in a particular manner, such that the instructions stored in the computer-readable memory produce an article of manufacture including instruction means which implement the function specified in the flowchart flow or flows and/or block diagram block or blocks.
These computer program instructions may also be loaded onto a computer or other programmable data processing apparatus to cause a series of operational steps to be performed on the computer or other programmable apparatus to produce a computer implemented process such that the instructions which execute on the computer or other programmable apparatus provide steps for implementing the functions specified in the flowchart flow or flows and/or block diagram block or blocks.
While preferred embodiments of the present invention have been described, additional variations and modifications in those embodiments may occur to those skilled in the art once they learn of the basic inventive concepts. Therefore, it is intended that the appended claims be interpreted as including preferred embodiments and all such alterations and modifications as fall within the scope of the invention.
It will be apparent to those skilled in the art that various changes and modifications may be made in the present invention without departing from the spirit and scope of the invention. Thus, if such modifications and variations of the present invention fall within the scope of the claims of the present invention and their equivalents, the present invention is also intended to include such modifications and variations.
Claims (10)
1. A transverse control method for a hydraulic transverse controller of a steel-wheel road roller is characterized by comprising the following steps:
the method comprises the following steps: controlling the road roller to run according to the planned path and the target angular speed through a pure tracking algorithm;
step two: compensating a steering angle by combining a steering clearance of a steering system of the road roller in the driving process; the steering clearance is generated when a steering system is installed, belongs to feedforward inherent deviation and is obtained through the relation between the deflection angle of the front wheel and the steering wheel;
step three: performing lateral deviation compensation through a PID compensation algorithm;
step four: compensating the current angular velocity through a PID compensation algorithm;
step five: then carrying out course deviation compensation through a PID compensation algorithm;
step six: and then, combining the incremental PID control logic to convert the target front wheel deflection angle of the vehicle into target steering wheel rotation angle output control.
2. The lateral control method for the hydraulic lateral controller of the steel-wheeled road roller as claimed in claim 1, wherein the specific steps of the first step are as follows: and acquiring a planned path, selecting a pre-aiming point in the planned path according to the current running speed and the curvature of the planned path, acquiring the attribute of the pre-aiming point in the planned path, and calculating the real-time running radius according to the position point of the road roller and the pre-aiming point.
3. The lateral control method for the hydraulic lateral controller of the steel-wheeled road roller as claimed in claim 2, wherein the second step comprises the following specific steps: the method comprises the steps of respectively arranging sensors in front of a vehicle and behind the vehicle to acquire vehicle steering information, acquiring steering system gaps, carrying out under-steering compensation according to the steering system gaps, generating a path curve under the condition of under-steering when the steering system has under-steering of a small angle, and compensating a steering difference value to a control parameter in the steering control process through a controller to adjust so as to solve the problem of under-steering.
4. The lateral control method for the hydraulic lateral controller of the steel-wheeled road roller as claimed in claim 3, wherein the third step comprises the following specific steps: selecting a plurality of path points on a planned path, calculating to obtain the average transverse deviation corresponding to the selected path points, calculating the transverse deviation when reaching the path points according to the current speed and the course, calculating the average transverse deviation, and then compensating and correcting the current transverse deviation through a PID (proportion integration differentiation) compensation algorithm, so that the average transverse deviation is as small as possible, the transverse deviation of the current position is as small as possible, and the steering wheel swings as little as possible.
5. The lateral control method for the hydraulic lateral controller of the steel-wheeled road roller as claimed in claim 4, wherein in the fourth step, PID compensation control is performed according to the current angular velocity and the target angular velocity.
6. The lateral control method for the hydraulic lateral controller of the steel-wheeled road roller as claimed in claim 5, wherein the concrete steps of the fifth step are as follows: and compensating the course deviation through a PID compensation algorithm, wherein a plurality of path points on the planned path are selected, the average course deviation corresponding to the selected path points is calculated, and the course compensation is performed through the PID compensation algorithm, so that the average course deviation is as small as possible, the transverse deviation of the current position is as small as possible, and the steering wheel swings as little as possible.
7. The lateral control method for the hydraulic lateral controller of the steel-wheeled road roller as claimed in claim 6, wherein the concrete steps of the sixth step are as follows: and converting the target angular speed into a target deflection angle of the front wheel through incremental PID control, and outputting the target deflection angle to a steering wheel corner for steering control.
8. The lateral control method for the hydraulic lateral controller of the steel-wheeled road roller as claimed in claim 2, wherein the attributes of the pre-aiming point comprise relative coordinates of the pre-aiming point, a heading and steering angle information corresponding to the pre-aiming point.
9. The lateral control method for the hydraulic lateral controller of the steel-wheeled road roller as claimed in claim 7, wherein the lateral deviation and the heading deviation both use a road centerline as a reference line.
10. The lateral control method for the hydraulic lateral controller of the steel-wheeled road roller as claimed in claim 9, wherein after the average lateral deviation and the target declination are calculated, the corresponding compensation or control parameters are automatically matched through fuzzy query.
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Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN114104097A (en) * | 2021-12-21 | 2022-03-01 | 华人运通(江苏)技术有限公司 | Steering control method, device and system and readable storage medium |
| CN115525054A (en) * | 2022-09-20 | 2022-12-27 | 武汉理工大学 | Large-scale industrial park unmanned sweeper edge path tracking control method and system |
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| CN115525054A (en) * | 2022-09-20 | 2022-12-27 | 武汉理工大学 | Large-scale industrial park unmanned sweeper edge path tracking control method and system |
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