WO2009067116A1 - Système de contrôle pour un véhicule - Google Patents

Système de contrôle pour un véhicule Download PDF

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Publication number
WO2009067116A1
WO2009067116A1 PCT/US2007/085376 US2007085376W WO2009067116A1 WO 2009067116 A1 WO2009067116 A1 WO 2009067116A1 US 2007085376 W US2007085376 W US 2007085376W WO 2009067116 A1 WO2009067116 A1 WO 2009067116A1
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WO
WIPO (PCT)
Prior art keywords
vehicle
trajectory
trajectory profile
increment
profile parameter
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Application number
PCT/US2007/085376
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English (en)
Inventor
J. Edward Anderson
Original Assignee
Taxi 2000 Corporation
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
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Publication date
Application filed by Taxi 2000 Corporation filed Critical Taxi 2000 Corporation
Priority to PCT/US2007/085376 priority Critical patent/WO2009067116A1/fr
Publication of WO2009067116A1 publication Critical patent/WO2009067116A1/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T7/00—Brake-action initiating means
    • B60T7/12—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger
    • B60T7/22—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger initiated by contact of vehicle, e.g. bumper, with an external object, e.g. another vehicle, or by means of contactless obstacle detectors mounted on the vehicle

Definitions

  • the present invention generally relates to control systems. More specifically, it can relate to a method and apparatus for controlling the movement of a vehicle such as a vehicle in a transportation network, for example, a Personal Rapid Transit vehicle.
  • Control systems are used for a variety of applications. These applications include systems that regulate heating and cooling, machine tools, robots, elevators, computer drives, and transportation vehicles. Typically, a control system uses a computer to make the control decisions, e.g., to direct the heating and cooling system in a building. Two commonly recognized control systems are: closed loop control systems and open loop control systems.
  • a closed loop system In contrast to an open loop system, a closed loop system operates with "feedback." Feedback is information (usually in the form of an electrical signal) about how a system is running. A closed loop control system uses feedback to make control decisions.
  • a simple closed loop system such as one for heating and cooling works as follows: a computer makes a decision - to turn on the heat, for example - and issues a control signal to drive hardware (also known as the "plant"). Once the hardware takes this action and puts out more heat, the hardware uses a sensor to take a “sample” (e.g., air temperature). The results of the sample are then fed back ("the feedback") to the computer. Based on the feedback, the computer decides whether to adjust the control signal that drives the hardware. For example, if the sample shows a room is below a desired temperature, the control signal that drives the hardware can be adjusted to supply more heat.
  • a sample e.g., air temperature
  • Control systems whose primary purpose can be to control objects that move - for example, vehicles, cutting heads, robots, and so forth - can work in much the same way. The primary difference is that most of the decisions relate to controlling the motion of the object.
  • the prior art for control systems deployed for transportation systems suffers from certain shortcomings or limitations. The purpose of the present invention is to overcome these and other shortcomings or limitations in the prior art.
  • the present invention generally relates to control systems. More specifically, it can relate to a method and apparatus for controlling the movement of a vehicle such as a vehicle in a transportation network.
  • the control system can preferably be a closed loop control system. It can control vehicles operating in a network comprising one or more vehicles.
  • the control system can generate a trajectory profile for the vehicle.
  • the control system can direct the vehicle along the specified trajectory profile.
  • the control system can preferably command the vehicle, during normal operating conditions, not to exceed a maximum jerk (positive or negative).
  • jerk can preferably be between plus or minus 0.25 g/s (or, equivalently plus or minus 2.45 m/s ).
  • Controlling jerk within specified range can have many benefits. For example, in the mass transit context, control of jerk within a certain range can enhance passenger safety and comfort. In addition, it can ensure better compliance with industry standards such as the Automated People Mover standards. Finally, in mass transit and other contexts, it can protect equipment, machinery, and freight from damage.
  • the control system can also command a vehicle, during normal operating conditions, to maintain a constant jerk along all of or along portions of the trajectory profile.
  • jerk can be constant.
  • jerk can be constant.
  • jerk can preferably be a constant 0.25 g/s (or, equivalently 2.45 m/s ) during acceleration and jerk can preferably be a constant -.25 g/s (or, equivalently -2.45 m/s 3 ) during deceleration.
  • Maintaining a constant jerk can have many benefits. For example, in the mass transit context, maintaining a constant jerk can increase efficiencies, in addition to enhancing passenger safety and comfort. It can also ensure better compliance with industry standards such as the Automated People Mover standards. Finally, in mass transit and other contexts, it can protect equipment, machinery, and freight from damage.
  • FIG. 1 is a block diagram showing a control system for a personal rapid transit network according to a first embodiment
  • FIG. 2 is a plan view of a portion of the guideway for a personal rapid transit network according to a first embodiment.
  • FIG. 3 is a block diagram showing a vehicle control system for a personal rapid transit vehicle according to a first embodiment.
  • FIG. 4 is a trajectory profile including curves for acceleration, jerk, velocity and position according to a first embodiment.
  • FIG. 5 is an elevation view of a personal rapid transit vehicle according to a first embodiment.
  • FIG. 6 is a perspective view of a personal rapid transit vehicle according to a first embodiment.
  • the invention concerns a control system for controlling an object.
  • One of the applications in which the control system might be used is for a PRT system.
  • the control system can be also used for other forms of transportation including air-, water-, land-, and space-based transportation.
  • the transportation can occur in structures such as an elevator shaft or in the open air such as with railcars.
  • the transportation objectives might include transporting passengers, freight, and many other things.
  • the invention is not limited to transportation.
  • the method and apparatus may be useful for other purposes. Other purposes might include various applications in which the movement of an object or objects needs to be controlled.
  • path or “trajectory” can be understood as a locus of points in operational space that an object in motion follows.
  • a "control system” can be the system that acts to control an object. When an object is under the control of a control system, that object can be considered a “vehicle.”
  • a "maneuver command” can be understood as a motion task (e.g., accelerate) given to a vehicle by a control system.
  • a “control signal” can initiate, maintain, modify, or end a maneuver.
  • a maneuver can be based on a "trajectory profile.”
  • a “trajectory profile” can be the path of a vehicle dictated by a time-law.
  • Algorithms generated by a computer for example, can be designed to calculate a trajectory profile based on the desired motion parameters (such as position, velocity, acceleration, and jerk) of a vehicle.
  • control system can also act to make the vehicle track the trajectory profile.
  • the control system can do this with feedback (or motion tracking) to correct deviations of the actual motion from the desired motion specified in the trajectory profile.
  • the "hardware” or “plant” can be understood here as all the physical mechanisms that help to carry out the commands of the control system. This can include the propulsion system, position measuring devices such as encoders, computer chips, and the like.
  • one application for control systems can be transportation.
  • Transportation systems can range from those that transport one individual in a vehicle (such as an automobile) to those that transport thousands in a vehicle (an ocean liner). In designing such systems, conflicts can arise between the energy efficiency of those systems and the convenience of small groups and especially the individual passenger.
  • mass transit systems including systems for railway, light rail, subways, and buses, move large numbers of passengers in large vehicles. From an energy standpoint, mass transit systems can be highly efficient. However, for the individual, mass transit systems can be inconvenient. Mass transit systems often require the vehicle, and hence the individual, to stop and wait while other passengers load and unload. Moreover, because such systems have high infrastructure costs, locating stations in spots convenient to the passenger can be difficult.
  • PRT Personal Rapid Transit
  • PRT can solve these and other problems associated with mass transit. PRT can offer both energy efficiency and convenience.
  • PRT systems have been known in the art for a number of years. For example, United States Patent Nos. 4,522,128 to Anderson; 4,665,829 to Anderson et al; 4,665,830 to Anderson; 4,671,185 to Anderson; and 4,726,299 to Anderson teach, among other things, a PRT system with vehicles sized for small numbers of passengers that can move along a guideway that is part of a network of guideways. Under normal operating conditions for a PRT system, a computerized control system determines, based on input by passengers (such as the purchase of tickets to particular destinations), how the vehicles move and interact on the guideway and at stations.
  • the computerized control systems for PRT can be extremely complex.
  • a PRT system such as those described in United States Patent No. 4,726,299 to Anderson can require comprehensive control of the vehicles within the PRT system.
  • the system can be capable of controlling the movement of large numbers of vehicles from origin to destination.
  • the method of operation should preferably be sufficiently flexible to allow the system to direct any vehicle to any possible destination station from any possible origin station.
  • the system should preferably undertake all its tasks in a safe and efficient manner.
  • VFD variable frequency drive
  • the PRT's control system 101 can preferably control the movement of all vehicles in a PRT network.
  • FIGS. 5 and 6 show different views of a vehicle 3 that could be deployed in a PRT network.
  • FIG. 2 shows a portion of a PRT network 102 with a small set of vehicles identified as vehicles 1 to 9.
  • vehicle 3 is used for the views in FIGS. 5 and 6, the other vehicles shown in FIG. 2, i.e., vehicles 1, 2, 4 to 9, and any other vehicles (not shown) in the PRT network 102 can be virtually identical in construction and operation to vehicle 3.
  • the control system 101 can have three levels: a central control 103, zone control 104a to 104d, and vehicle control 105 (although more or fewer levels can also be appropriate for certain applications).
  • the central control 103 can issue commands to and receive data from the zone controllers 104a to 104d as shown in FIG. 1.
  • Each zone controller 104a to 104d can control a particular zone 106a to 106d in the PRT network 102.
  • Each zone controller 104a to 104d can have exclusive control for the zones 106a to 106d assigned to them.
  • the station zone controller 104a can preferably have exclusive control of vehicle 3.
  • the straight zone controller 104b can preferably have exclusive control of vehicle 4 because vehicle 4 is in the straight zone 106b. And, if vehicle 3 passes from the station zone 106a into the straight zone 106b, communication with vehicle 1 passes from the station zone controller 104a to the straight zone controller 104b.
  • the PRT network 102 can be very small or very large depending on the application.
  • a PRT network for a company campus could be relatively small.
  • a PRT network for a city or a metropolitan area could be relatively large and complex.
  • the communications systems for communications among the different levels of the control system 101 can be based on different formats.
  • the communications system can have a Time Division Multiple Access (TDMA) system with a time deterministic format.
  • TDMA Time Division Multiple Access
  • a wireless control system 101 is preferable.
  • Many other forms of communications can also be employed and still be within the scope of the invention.
  • the vehicle control 105 can control the operation of the vehicles such as vehicles 1 to 9 in the PRT network 102.
  • the vehicle control 105 controls the vehicles such as vehicles 1 to 9 based on the commands from a zone controller such as one of zone controllers 104a to 104d.
  • the vehicle control 105 can reside and operate within each vehicle as shown for vehicle 3 in FIG. 5.
  • the vehicle control 105 can ensure a vehicle such as vehicle 3 follows a trajectory profile (such as the trajectory profile 107 shown in FIG. 4) commanded by the zone controller 104a to 104d.
  • the vehicle control 105 can be configured as shown in FIG. 3, but many other configurations are possible.
  • a maneuver command to a vehicle in a PRT network 102 can take many forms.
  • the following is an example of a maneuver command for a PRT vehicle such as vehicle 3 shown in FIG. 2, to accelerate based on a particular trajectory profile 107.
  • a main use for such a trajectory profile 107 of this kind might be low speed acceleration from the station zone 106a.
  • maneuver commands are possible in other embodiments of this invention.
  • vehicle 3 could receive a maneuver command to merge (not shown) that supersedes or follows the low speed acceleration maneuver command 115 described in trajectory profile 107.
  • Vehicles 1, 2, or 4 to 9 or still other vehicles could receive still other maneuver commands.
  • the purpose of the description below is to show how one kind of maneuver command 115 can be performed by a vehicle.
  • the first step in performing a maneuver command is generating a trajectory profile 107.
  • FIG. 4 shows an example of a trajectory profile 107 for accelerating a PRT vehicle 3 according to the first embodiment.
  • the trajectory profile 107 can include a family of curves comprising ones for jerk 108, position 109, velocity 110, and acceleration 111.
  • the trajectory profile 107 can represent desired motion of the vehicle 3.
  • the trajectory profile 107 can be generated by the control system 101, preferably, by the zone controller for the zone within which the vehicle is located.
  • the station zone controller 104a can preferably generate trajectory profile 107 to control the movement of vehicle 3.
  • the computer (not shown) for the station zone controller 104a (which can be the same computer used for the entire control system 101) can be programmed to build trajectory profile 107 in different ways.
  • the computer can generate and store the complete trajectory profile 107 in the system for future use.
  • the computer can generate all or portions of the trajectory profile 107 immediately before use by the zone controller such as station zone controller 104a.
  • the trajectory profile 107 shown in FIG. 4 depicts one set of motion parameters: jerk 108, position 109, velocity 110, and acceleration 111.
  • These motion parameters 108 to 111 can be expressed negatively or positively (although the maneuver based on trajectory profile 107 in FIG. 4 requires only jerk to be expressed negatively). For many applications in a PRT network 102 these may be the only motion parameters needed. However, other parameters (expressed negatively or positively) for a trajectory profile in a transportation system can also be important. Some of these other parameters can include vertical acceleration, lateral acceleration, lateral jerk, or vertical jerk. Such other parameters can be used in other embodiments (not shown) of the control system 101. Other motion parameters might be used to construct other trajectory profiles (not shown).
  • trajectory profile 107 might be measured and used to modify a trajectory profile such as trajectory profile 107.
  • other software or equipment may be needed.
  • an inertial accelerometer mounted (not shown), for example, on the floor of the vehicle 3) could be used for measurements for purposes of generating necessary feedback.
  • trajectory profile 107 One method of describing a trajectory profile such as trajectory profile 107 is by specifying an initial position and velocity and a series of time intervals with corresponding jerk values.
  • non-initial acceleration, velocity, and position can be calculated through standard mathematical methods: + a n
  • V n+ I (tn+l - t n ) • a n + (t n+ l - t n ) 2 • ]J2 + V n
  • trajectory profile 107 (tn+l - t n ) • V n + (t n +l - t n f • a n /2 + (t n +l - t n ) 3 • jn/6 + X n [0048]
  • a basic factor can be the objectives of the maneuver on which the trajectory profile 107 is based, in this case, merging onto the guideway 112 in the merge zone 106d.
  • Objectives for other trajectory profiles (not shown) can include diverging from the guideway 112 in a diverge zone 106b, or moving on different portions of the guideway 112 such as on curves, straight-aways, inclines, or declines.
  • Still another factor that can influence a maneuver and hence the motion parameters and the shape of the curves 108 to 111 for a trajectory profile (and other trajectory profiles (not shown)) is traffic on the network 102.
  • acceleration on the guideway 112 may bring one vehicle 3 closer to another (not shown). This can often occur, for example, when vehicle 3 is merging onto the guideway 112.
  • a PRT network 102 may preferably have a requirement for safe distance between vehicles 100. This can be referred to here as the "minimum time headway" criterion. Such a criterion can be stated as a required time interval based on vehicle velocity. For example, a PRT network 102 may require at least 0.5 second intervals between vehicles.
  • the control system 101 with simultaneously operating vehicles such as vehicles 1 to 9 can preferably take the minimum time headway criterion into account in generating the trajectory profile for each vehicle 1 to 9.
  • the PRT network 102 can have a speed limit (or velocity limit) for the vehicles operating in its network 102.
  • the velocity limit can be affected by many other factors including the operating conditions such as weather. Safety obviously can play a critical role in determining the trajectory profile 107.
  • Two other critical factors in the creation of motion parameters for a trajectory profile 107 for a PRT network 102 can be passenger comfort and safety standards such as those expressed in regulations or in industrial standards. Such standards can govern, for example, allowable acceleration and jerk. (Jerk can be defined here as the rate of change of sustained acceleration.)
  • a PRT network 102 may be governed or may seek compliance with industrial standards entitled the Automated People Mover Standards.
  • the Automated People Mover (APM) Standards presently require that a vehicle in a mass transit system with exclusively seated passengers not exceed a maximum sustained longitudinal acceleration of plus or minus 3.43 m/s 2 (0.35 g) during normal operation.
  • the APM Standards also presently require that a vehicle in a mass transit system with exclusively seated passengers not exceed a maximum longitudinal jerk rate of 0.25 g/s (or, equivalently 2.45 m/s ) during normal operation. See Automated People Mover Standards, Part 2, ASCE 21-98, p. 8.
  • the trajectory profile 107 shown in FIG. 4 has the advantage of being able to command vehicle 3 to operate operating within the APM standards (or other relevant industrial standards).
  • APM standards or other relevant industrial standards.
  • jerk can be maintained at a constant of 2.45 m/s (or equivalently 0.25g/s).
  • jerk can be maintained at a constant of -2.45 m/s 3 (or equivalently - 0.25g/s).
  • trajectory profiles can be developed by the control system to operate vehicles such as PRT vehicles within standards such as the APM standards.
  • Such other trajectory profiles for example, for high speed transportation systems, although not described here, can still come within the scope of this invention.
  • trajectory profile 107 for an acceleration maneuver can be generated, the zone controller in this example, the station zone controller 104a can send the trajectory profile 107 via the communications system to the vehicle control 105 for a specific vehicle, in this case, vehicle 3.
  • vehicle control 105 for a vehicle such as vehicle 3 can have a unique identifier. This can ensure that the correct trajectory profile is sent to the intended vehicle. For example, vehicle 3's unique identifier ensures that trajectory profile 107 is sent to vehicle 3 and not vehicle 4
  • the second step in carrying out the maneuver command 115 can be the acceptance of the maneuver command by the vehicle control 105.
  • the vehicle control 105 can be configured to accept the maneuver command and to operate the vehicle within the parameters of the maneuver command 115.
  • the maneuver command 115 can include trajectory profile 107 issued to vehicle 3 by the station zone controller 104a.
  • FIG. 3 shows how the vehicle control 105 can respond to the maneuver command 115 issued by the station zone controller 104a.
  • the maneuver command 115 can be communicated to the vehicle computer 120 which can issue a control signal 121 to the Variable Frequency Drive (VFD) 122.
  • VFD Variable Frequency Drive
  • the third step in carrying out an acceleration maneuver can be the issuance by the VFD 122 of a power signal 123 (i.e., a type of control signal) to the propulsion system 124.
  • a power signal 123 i.e., a type of control signal
  • the power signal 123 directs the propulsion system 124 to move vehicle 3 in compliance with trajectory profile 107.
  • the propulsion system 124 can be an onboard motor or motors.
  • the propulsion system can be one or more Linear Induction Motors (LIM). See J. Edward Anderson, "The Linear Induction Motor.” However, many other kinds of motors or engines can be suitable.
  • the propulsion system 124 need not be contained within vehicle 3 to come within the scope of this invention.
  • the fourth step in carrying out the maneuver command 115 can be moving the vehicle 3. Since this embodiment uses a LIM for the propulsion system 124, the propulsion system 124 can create electromagnetic induction 130 to move vehicle 3 along a running surface 117. Wheels 118 on vehicle 3 can support and guide vehicle 3 on running surface 117 as shown in FIG. 5. However, other means of support such as magnetic levitation (not shown) can be used and be within the scope of this invention.
  • the Fifth step in carrying out a maneuver command 115 such as the acceleration maneuver specified in trajectory profile 107 can be taking a measurement related to the first increment (not shown) traveled by the vehicle 3. (An increment can, for example, be an increment of time or of position.) The purpose of the measurement is for generating feedback 125 for the control system 101.
  • the measurement can be taken by a measuring wheel 128 and an encoder 126.
  • the measuring wheel 128 can contact running surface 117 (or another running surface along the guideway 112).
  • the encoder 126 can measure the rotation 132 of the measuring wheel 128 and thereby determine a first increment traveled by the vehicle 3.
  • the encoder 126 can measure the time elapsed in traveling the first increment along the guideway 112.
  • a suitable encoder 126 for use in a vehicle 3 can be Model QD145, from Quantum Devices, Inc. in Barneveld, Wisconsin. Such an encoder can help measure very small increments traveled in very short spans of time. Once the encoder 126 has performed a measurement, the encoder 126 can send the measurement information as feedback 125 to the vehicle computer 120. As mentioned previously, devices such as accelerometers (not shown) may be useful for measuring other parameters such as lateral or vertical acceleration or jerk. Sixth Step - Computing Error
  • the Sixth step in carrying out a maneuver command 115 such as trajectory profile 107 can be computing error or deviation.
  • This computation can be done by the vehicle computer 120.
  • the vehicle computer 120 determines the actual motion (not shown) of the vehicle 3 for the first increment based on the feedback 125 and compares it to the increment specified in the trajectory profile 107.
  • the extent to which the actual motion differs from the desired motion expressed in the trajectory profile 107 for the first increment can be considered the error or the deviation.
  • a longitudinal acceleration of 2.25 m/s 2 can be considered to be a 10% deviation from a desired acceleration of 2.50 m/s 2 for a specified increment.
  • the Seventh step in carrying out a maneuver command 115 such as trajectory profile 107 represents a repetition of steps one to six described above.
  • the control signal 121 sent by the vehicle computer 120 can be based on the feedback 125 and can be intended to control motion on a second increment.
  • any control signal 121 after the initial one can be considered an attempt by the control system 101 to correct any measurable error (e.g., the 10% deviation described above) identified by the vehicle computer 120.
  • a purpose of the subsequent control signal 121 can be to reduce the deviation from the trajectory profile 107 .
  • the subsequent control signal 121 can command additional power to the propulsion system 124.
  • the rate of acceleration is too high (due to a tailwind, for instance), a subsequent control signal 121 can command a decrease in acceleration.
  • the control process can repeat the steps described here in cycles for each increment along the path (vehicle computer 120, VFD 122, propulsion system 124, vehicle movement 131, encoder measurements 132, and feedback 125 returning to the vehicle computer 120) through the closed loop 133.
  • the cycles through the closed loop 133 can continue, for example, until the vehicle 3 either reaches the desired position or until the vehicle control 105 receives a new maneuver command 115 (with a different trajectory profile (not shown) from the station zone controller 104a or another zone controller 104b to 104d if vehicle 3 moves to another zone such as zones 106b to 16Od, for example.
  • the vehicle computer 120 can issue reports 129 to the station controller 104a.
  • reports 129 can indicate, for example, the actual position of vehicle 3 at a given time, i.e., the actual position curve (not shown) compared with the position curve 109 of the trajectory profile 107.
  • the station zone controller 104a can take various actions in response to the reports 129. These actions can include, for example, doing nothing or issuing a revised trajectory profile (not shown). The necessity of a revised trajectory profile might arise for a number of reasons. A strong head wind might prevent vehicle 3 from approaching the position curve 109 set forth in trajectory profile 107. In such an instance, the station zone controller 104a could issue a revised trajectory profile.
  • the control system 101 can regulate the movement of a vehicle such as a PRT vehicle 3 within relevant standards such as the APM standards. Moreover, the control system 101 can meet those standards with high levels of efficiency and accuracy. For example, as mentioned above, the APM standards presently require that a vehicle in a mass transit system with exclusively seated passengers not exceed a maximum longitudinal jerk rate of plus or minus 0.25 g/s (or, equivalently plus or minus 2.45 m/s 3 ) during normal operation. [0072] An operator in transit systems of the prior art must rely on experience and the operator's perception of jerk levels.
  • control system 101 With the control system 101 described in the first embodiment, there can be control signals 121 and feedback 125 within very short time intervals allowing nearly instantaneous corrections by the control system 101. This can help ensure that objectives such as compliance with industrial standards such as the APM standards can be accomplished with a high degree of accuracy.
  • control system 101 can allow for very smooth vehicle operation.
  • movement of vehicle 3 in relation to the position curve 109 can be described in increments, these increments can be part of a continuous, smooth series of moves that together form the path of the maneuver of the vehicle 3.
  • the control system 101 can preferably be constructed such that a passenger in the vehicle 3 does not notice variations between control signals 121 issued by the vehicle computer 120. Instead the passenger preferably notices only a smooth acceleration or deceleration. Smooth acceleration and deceleration can be enhanced by taking frequent measurements and by using sufficiently powerful computers and encoders (or other sensors).
  • control system 101 can maximize the overall performance of the vehicle 3 within a given set of motion parameters such as trajectory profile 107. For example, the control system 101 can maintain vehicle 3 closer to the limits for jerk 108, position 109, velocity 110, or acceleration 111, or any other motion parameters (not shown). This can maximize the efficiency, not just of the vehicle 101, but of the entire PRT network 102.
  • control system 101 can rapidly respond to a constantly changing system environment. Unlike many other control systems that operate in a substantially insulated and highly predictable environment - a machine tool operating on a factory floor or an elevator operating in a shaft - the environment in which a PRT vehicle must operate can change rapidly. The weather, passenger loads, network loads, and so forth can change continually. The control system 101 described here can rapidly respond to very small changes in the environmental conditions.
  • control system 101 can operate a plurality of vehicles (only a small set 1 to 9 are shown in FIG. 2) within the network 102. This can permit, for example, the control system 101 to operate multiple vehicles in close proximity to each other with each vehicle (e.g., vehicle 3) operating within the motion parameters defined for the system 101.
  • vehicle e.g., vehicle 3

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Abstract

La présente invention se rapporte à un procédé et à un système destinés à contrôler le déplacement d'un véhicule le long d'une trajectoire. Le système comprend un capteur destiné à capter une valeur réelle pour un paramètre de profil de trajectoire spécifique du véhicule, et un système de commande de propulsion en communication électronique avec le capteur et le système de propulsion du véhicule. Le système de commande de propulsion génère des profils de trajectoire distincts pour le déplacement du véhicule le long d'au moins un premier incrément et un dernier incrément de la trajectoire, actionne le système de propulsion pour déplacer le véhicule le long du premier incrément conformément au profil de trajectoire généré, reçoit des données de valeur réelle en provenance du capteur obtenues pendant le déplacement du véhicule le long du premier incrément, calcule tout écart entre la valeur réelle et la valeur souhaitée pour le paramètre de profil de trajectoire spécifique, et règle le profil de trajectoire généré pour le dernier incrément afin de compenser tout écart calculé.
PCT/US2007/085376 2007-11-21 2007-11-21 Système de contrôle pour un véhicule WO2009067116A1 (fr)

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