WO2017177885A1 - 一种无轨列车转向控制装置及其控制方法 - Google Patents

一种无轨列车转向控制装置及其控制方法 Download PDF

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Publication number
WO2017177885A1
WO2017177885A1 PCT/CN2017/080013 CN2017080013W WO2017177885A1 WO 2017177885 A1 WO2017177885 A1 WO 2017177885A1 CN 2017080013 W CN2017080013 W CN 2017080013W WO 2017177885 A1 WO2017177885 A1 WO 2017177885A1
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Prior art keywords
steering
wheel
trailer
car
output
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PCT/CN2017/080013
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English (en)
French (fr)
Inventor
李群湛
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西南交通大学
李群湛
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Application filed by 西南交通大学, 李群湛 filed Critical 西南交通大学
Priority to US16/086,507 priority Critical patent/US11110959B2/en
Priority to JP2018554474A priority patent/JP2019513625A/ja
Priority to EP17781861.4A priority patent/EP3418158B1/en
Publication of WO2017177885A1 publication Critical patent/WO2017177885A1/zh

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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
    • B62D13/00—Steering specially adapted for trailers
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D15/00—Steering not otherwise provided for
    • B62D15/02—Steering position indicators ; Steering position determination; Steering aids
    • B62D15/021—Determination of steering angle
    • B62D15/0215—Determination of steering angle by measuring on the steering column
    • 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
    • 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
    • B62D6/002—Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits computing target steering angles for front or rear wheels
    • 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
    • B62D6/002—Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits computing target steering angles for front or rear wheels
    • B62D6/003—Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits computing target steering angles for front or rear wheels in order to control vehicle yaw movement, i.e. around a vertical axis

Definitions

  • the invention relates to the field of public transportation, in particular to an articulated bus steering control technology.
  • Nanchang Public Transport Corporation carried out the first BRT bus line “Big Mac” bus operation and commissioning, and this “Big Mac” has a total of 3 cars, 27 meters long and 270 seats.
  • Nanchang’s “Big Mac” has an angle sensor installed at each hinge of the car. Once the turning angle is too large (the angle formed by the two cars exceeds 33 degrees), the driver will be alerted immediately to the driver’s attention. Obviously, the flexibility of its turn is limited.
  • the highest number of cars in Germany “the longest bus in the world” and Nanchang "big Mac” cars are three sections, of which the articulated trailer is two sections.
  • the object of the present invention is to provide a trackless train steering control device which can effectively solve the problem of the same track turning of the trailer car hinged behind the first car of the trackless train, and theoretically the number of trailer cars is not limited.
  • Another object of the present invention is to provide a trackless train steering control method which can effectively solve the problem of the same track turning of the trailer car articulated behind the first train of the trackless train, and theoretically the number of trailer cars is not limited.
  • a trackless train steering control device and a control method thereof including a first car and a trailer car that is hinged thereafter, the first car is provided with a steering wheel, a clock, an odometer;
  • the vehicle is provided with a pair of steering drive wheel axles, and a controller is provided.
  • the steering wheel is provided with an angle sensor connected to the input end of the steering angle table; the trailer car is provided with a pair of steering wheels with a steering mechanism; the controller includes a clock and an odometer And steering angle table and fiber optic network; clock, odometer and steering angle table have signal output function, their signal output end is connected with the input end of the controller; the output end of the controller is through the optical fiber network and the steering mechanism of the trailer car The input is connected.
  • the steering drive wheel and its steering angle are controlled by the driver through the steering wheel; the controller records the time t(s) of the clock output, the mileage (m) output by the odometer, and the steering angle ⁇ 0 of the steering drive wheel output from the steering angle table (t) ).
  • the trackless train steering control device of the present invention comprises a first car and a trailer car hinged therebelow, the first car is provided with a steering wheel, a pair of steering drive wheel axles, a controller, wherein the steering wheel is provided with an input end of the steering angle table a connected angle sensor; the trailer car is provided with a pair of steering wheels with a steering mechanism; the clock, the odometer and the steering angle table each have a signal output function, and their signal output ends are connected to the input end of the controller; The output is connected to the input of the steering mechanism of the trailer car via a fiber optic network.
  • the steering mechanism is a rack and pinion steering mechanism.
  • the gear of the rack and pinion steering mechanism is consolidated with the output shaft of the stepping motor.
  • a trackless train steering control method wherein the wheelbase of the first car steering drive wheel to the k-th trailer car steering wheel is L k (m), and the time required for the trackless train to travel L k (m) is ⁇ t k ,
  • the k-th trailer trailer steering wheel is in the same trajectory as the first steering steering wheel, and the control target of the steering angle ⁇ k (t) of the controller through the optical network output to the k-th trailer vehicle steering mechanism is:
  • N is the number of trailer cars that the trackless train controls to steer, N ⁇ 2.
  • the first car can also be provided with a pair of first car follower wheels; the steering angle of the first car follower wheel can be calculated from the wheelbase of the first car steering drive wheel and the first car follower wheel and the steering angle of the steering drive wheel.
  • the k-th trailer trailer steering wheel and the first vehicle follow-up wheel can be controlled to run in the same trajectory.
  • the initial value of the steering angle of the first train of each trackless train and each trailer can be set to 0, that is, the train is considered to be departing from the straight road.
  • the method of train steering control can be as follows: the rear section of the trailer wheel refers to the steering angle of the previous compartment wheel, and the same track steering control is performed according to the wheelbase and the travel time of the two.
  • the working principle of the invention is: simultaneously recording the time t(s) of the clock output, the mileage (m) output by the odometer, and the steering angle ⁇ k (t) of the first steering wheel output by the steering angle table, which can fully describe the Trackless train travel trajectory.
  • the first known vehicle steering turn of the first trailer body is a steering wheel length L 1 (m), the absence of rail vehicles traveling L 1 (m)
  • the required time is ⁇ t 1 , so that the steering angle of the first section trailer car steering wheel at the time t should be equal to the first car steering wheel at the time t- so that the first section trailer car steering wheel and the first car steering wheel are in the same trajectory.
  • the steering angle of ⁇ t 1 similarly, if the length of the steering wheel of the first car to the second section of the trailer is L 2 (m), and the time required for the trackless train to travel L 2 (m) is ⁇ t 2 , then When the second section of the trailer car steering wheel and the first car steering wheel are in the same track, the steering angle of the second section of the trailer car steering wheel at time t should be equal to the steering angle of the first car steering wheel at time t- ⁇ t 2 ;
  • the present invention can accurately control the steering wheel of the trailer car.
  • the steering angle is consistent with the steering wheel of the first vehicle, so that the subsequent articulated trailer car in the trackless train maintains the same track as the steering wheel of the first vehicle.
  • the number of articulated trailer cars is theoretically unlimited, exceeding the number of existing "world's longest bus" trailers.
  • the present invention enables a trackless train to be driven as flexibly as a conventional bus and to operate on an ordinary road, thereby compressing the occupied road resources and alleviating traffic congestion.
  • the invention only needs to increase the vehicle-mounted equipment, and does not need to add any other ground equipment, which is simple, reliable and easy to implement.
  • FIG. 1 is a schematic structural view of a trackless train according to an embodiment of the present invention.
  • Figure 2 is a schematic view showing the structure of the steering control device of the present invention.
  • FIG 3 is a schematic structural view of a trackless train having a first vehicle follower wheel according to an embodiment of the present invention.
  • FIG. 1 is a schematic structural view of a trackless train according to an embodiment of the present invention, including a first car (1) and a trailer car (2) hinged thereto, and the first car (1) is provided with a steering wheel (3), a clock (4), and a mileage.
  • Table (5); the first car (1) is provided with a pair of steering drive wheels (6) axles, and is provided with a controller (7), and the steering wheel (3) is provided with an angle sensor connected to the input end of the steering angle table (8) (9); the trailer car (2) is provided with a pair of steering wheels (11) with a steering mechanism (10).
  • the first car 1 is provided with a controller (7); the clock (4), the odometer (5) and the steering angle table (8) both have signal output functions, and their signal outputs The end is connected to the input of the controller (7); the output of the controller (7) is connected to the input of the steering mechanism (10) of the trailer car (2) via a fiber optic network (12).
  • a trackless train steering control method when the trackless train is running, the steering drive wheel (6) and its steering angle are controlled by the driver through the steering wheel (3); the controller (7) records the time t(s) of the clock (4) output. , the odometer (5) output mileage (m) and the steering angle table (8) output steering drive wheel (6) steering angle ⁇ 0 (t); set the first car steering drive wheel (6) to the kth section trailer
  • the wheelbase of the carriage (2) steering wheel (11) is L k (m), and the time required for the trackless train to travel L k (m) is ⁇ t k , so that the k-th trailer (2) steering wheel (11)
  • the control target of the steering angle ⁇ k (t) of the controller (7) outputted to the k-th trailer vehicle steering mechanism (10) via the optical fiber network (12) is the same as that of the first steering drive wheel (6):
  • N is the number of trailer cars that the trackless train controls to steer, N ⁇ 2.
  • the steering mechanism of the articulated trailer car is driven by a stepper motor, which is easy and accurate to operate.
  • the train steering control method can still be: the rear section of the trailer wheel refers to the steering angle of the previous compartment wheel, and the same track steering control is performed according to the wheelbase and the travel time of the two.
  • the last trailer car can also be equipped with a pair of follower wheels at the rear.
  • FIG 3 is a schematic structural view of a trackless train having a first vehicle follower wheel according to an embodiment of the present invention.
  • the first car A pair of first car follower wheels (6') may also be provided; the steering angle of the first car follower wheel may be calculated based on the wheelbase of the first car steering drive wheel and the first car follower wheel and the steering angle of the steering drive wheel.
  • the k-th trailer car (2) steering wheel (11) and the first car follower wheel (6') can be controlled to run in the same trajectory with the same control object and method as above.
  • the initial value of the steering angle of the first train of each trackless train and each trailer can be set to 0, that is, the train is considered to be departing from the straight road.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Mathematical Physics (AREA)
  • Steering Control In Accordance With Driving Conditions (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

本发明公开了一种无轨列车转向控制方法,涉及公共交通运输领域。首车1铰接N节挂车2车厢而成的无轨列车。无轨列车的首车设一对转向驱动轮6的轮轴，转向驱动轮及其转向角由司机通过转向盘3操控；转向盘设有与转向角度表8的输入端连接的角度传感器9，第k节挂车车厢设有带转向机构10的转向轮11，其转向角由其转向机构操控；控制器7设在首车，其输入端分别连接时钟4、里程表5和转向角度表的输出端，输出端经光纤网络12连接各挂车的转向机构的输入端。控制器同时记录时钟输出的时间t(s)、里程表输出的里程(m)和转向角度表输出的首车转向驱动轮的转向角，即可完整描述和控制无轨列车行进轨迹，使挂车车厢转向轮与首车转向驱动轮在行进中保持同轨迹。主要用于无轨公共交通系统。

Description

一种无轨列车转向控制装置及其控制方法 技术领域
本发明涉及公共交通运输领域，特别涉及一种铰接公共汽车转向控制技术。
背景技术
在城市公共交通中，地铁、轻轨拥有专用路权，具有不堵车、运量大等独到的优势，但建设周期长、费用高，远不能达到经济、方便的地面公共交通那样普及的程度。但城市道路交通拥堵、资源紧张也是不争的事实，因此，提高道路通过能力就成了永恒的课题。地面公共交通主要包括公共汽车和有轨电车。与公共汽车相比，有轨电车能够提高运输能力，但需要增加轨道建设等额外投资，其轨道还将改变道路表面的平整度，影响道路的美观性，同时轮轨运行噪音大，对城市环保不利，而且与其他车辆共线(通常如此)时，其他车辆又将制约其运输能力。显然，提高公共交通运输能力最经济、最实用的还是公共汽车。为了增强公共汽车运力，单节铰接式公共汽车应运而生，并且还在向铰接更多车厢的方向发展。2012年德国弗劳恩霍夫交通与基础设施系统研究所研制了一款新的世界上最长的公共汽车，共有3节车厢(双铰接)，4个转向轮，长达30米，256座。据报道，德国这款车“安装了特殊的控制系统，能够保证最后一节车厢沿着车头的轨迹行进”，“这款车的创新不仅局限于长度，最重要的是它能像传统公交车那样操控，其可操作性和稳定性完全没有问题。”虽然报道说“能像传统公交车那样操控”但没有说明能否像传统公交车那样灵活转向而运行于普通道路，也没有介绍该“特殊的控制系统”的工作原理。2015年5月，南昌市公交总公司进行了首条BRT公交线路“巨无霸”公交车运行调试，而这辆“巨无霸”共有3节车厢，长达27米，270座。报道称，南昌的这款“巨无霸”在每节车厢铰接之处均安装了角度传感器，一旦转弯幅度过大(两节车厢形成的角度超过33度)，将会立即报警提醒驾驶司机注意，显然，其转向的灵活性受到了限制。另外可知，目前德国“世界上最长的公共汽车”和南昌“巨无霸”车厢数量的最高记录均为三节，其中铰接的挂车为两节。
媒体把这种铰接式公共汽车被称为不需要铁轨的“小火车”，可简称之为无轨列车。显然，要发挥无轨列车兼具有轨电车和传统公共汽车两种交通工具的优势，即载客量可与有轨电车媲美，造价和运营成本却比有轨电车低很多，则关键是其灵活性，即可以像传统公共汽车一样能在小半径十字路口转向，运行于普通道路上，并从而压缩占用的道路资源，缓解交通拥挤状况。
发明内容
本发明的目的是提供一种无轨列车转向控制装置，它能有效地解决无轨列车首车后面铰接的挂车车厢的与首车同轨迹转向问题，并且理论上挂车车厢的数量不受限制。
本发明的另一个目的是提供一种无轨列车转向控制方法，它能有效地解决无轨列车首车后面铰接的挂车车厢的与首车同轨迹转向问题，并且理论上挂车车厢的数量不受限制。
本发明解决其技术问题，所采用的技术方案为：一种无轨列车转向控制装置及其控制方法，包括首车与铰接其后的挂车车厢，首车设有转向盘、时钟、里程表；首车设有一对转向 驱动轮轮轴，设有控制器，转向盘设有与转向角度表的输入端连接的角度传感器；挂车车厢设有带转向机构的一对转向轮；控制器包括时钟、里程表和转向角度表以及光纤网络；时钟、里程表和转向角度表均具备信号输出功能，它们的信号输出端与控制器的输入端相连接；控制器的输出端通过光纤网络与挂车车厢的转向机构的输入端连接。转向驱动轮及其转向角由司机通过转向盘操控；控制器记录时钟输出的时间t(s)、里程表输出的里程(m)和转向角度表输出的转向驱动轮的转向角α0(t)。
本发明的无轨列车转向控制装置，包括首车与铰接其后的挂车车厢，首车设有转向盘、一对转向驱动轮轮轴、控制器，其中，转向盘设有与转向角度表的输入端连接的角度传感器；挂车车厢设有带转向机构的一对转向轮；所述时钟、里程表和转向角度表均具备信号输出功能，它们的信号输出端与控制器的输入端相连接；控制器的输出端通过光纤网络与挂车车厢的转向机构的输入端连接。
所述转向机构为齿轮齿条转向机构。
所述齿轮齿条转向机构的齿轮与步进电机输出轴固结。
一种无轨列车转向控制方法，设首车转向驱动轮到第k节挂车车厢转向轮的轴距为Lk(m)，无轨列车行进Lk(m)所需时间为Δtk，则为使第k节挂车车厢转向轮与首车转向驱动轮同轨迹，控制器经光纤网络输出到第k节挂车车厢转向机构的转向角αk(t)的控制目标为：
αk(t)＝α0(t-Δtk),k＝1,2,3,...,N
式中，N为无轨列车控制转向的挂车车厢的数量，N≥2。
除转向驱动轮外，首车还可设一对首车随动轮；首车随动轮的转向角可根据首车转向驱动轮和首车随动轮的轴距以及转向驱动轮的转向角计算得到。用如上同样的控制目标和方法可以控制第k节挂车车厢转向轮与首车随动轮同轨迹运行。
无轨列车首车和各挂车的转向角的初始值可以设置为0，即认为列车从直道上出发。
显然，列车转向控制的方法尚可为：后一节挂车车轮参考前一节车厢车轮的转向角，根据二者的轴距和行进时间来进行同轨迹转向控制。
本发明的工作原理是：同时记录时钟输出的时间t(s)、里程表输出的里程(m)和转向角度表输出的首车转向轮的转向角αk(t)，即可完整描述该无轨列车行进轨迹。为了使第一节挂车车厢的转向轮保持与首车转向轮同轨迹，已知首车转向轮到第一节挂车车厢转向轮的长度为L1(m)，若无轨列车行进L1(m)所需时间为Δt1，则为使第一节挂车车厢转向轮与首车转向轮同轨迹，则第一节挂车车厢转向轮在时刻t的转向角应等于首车转向轮在时刻t-Δt1的转向角；同理，若已知首车转向轮到第二节挂车车厢转向轮的长度为L2(m)，无轨列车行进L2(m)所需时间为Δt2，则为使第二节挂车车厢转向轮与首车转向轮同轨迹，则第二节挂车车厢转向轮在时刻t的转向角应等于首车转向轮在时刻t-Δt2的转向角；余此类推。
与现有技术相比，本发明的有益效果是：
一、本发明可以精准控制挂车车厢转向轮在行驶至首车转向驱动轮位置时，转向角与首车转向驱动轮保持一致，使得无轨列车中后续铰接式挂车车厢与首车转向轮保持同轨迹行进，理论上铰接式挂车车厢的数量不受限制，超过既有的“世界上最长的公共汽车”挂车数量。
二、本发明可使无轨列车具有像传统公共汽车一样灵活地驾驶并在普通道路上运行，并从而压缩占用的道路资源，缓解交通拥挤状况。
三、本发明只需增加车载设备，不需要增加其他任何地面设备，简便可靠，容易实现。
附图说明
图1是本发明实施例的无轨列车的结构示意图。
图2是本发明转向控制装置的结构示意图。
图3是本发明实施例的有首车随动轮的无轨列车的结构示意图。
具体实施方式
实施例
下面结合附图和具体实施方式对本发明作进一步的描述：
图1是本发明实施例的无轨列车的结构示意图，包括首车(1)与铰接其后的挂车车厢(2)，首车(1)设有转向盘(3)、时钟(4)、里程表(5)；首车(1)设有一对转向驱动轮(6)轮轴，设有控制器(7)，转向盘(3)设有与转向角度表(8)的输入端连接的角度传感器(9)；挂车车厢(2)设有带转向机构(10)的一对转向轮(11)。
图2是本发明转向控制器的结构示意图，首车1设有控制器(7)；时钟(4)、里程表(5)和转向角度表(8)均具备信号输出功能，它们的信号输出端与控制器(7)的输入端相连接；控制器(7)的输出端通过光纤网络(12)与挂车车厢(2)的转向机构(10)的输入端连接。
一种无轨列车转向控制方法，无轨列车运行时，转向驱动轮(6)及其转向角由司机通过转向盘(3)操控；控制器(7)记录时钟(4)输出的时间t(s)、里程表(5)输出的里程(m)和转向角度表(8)输出的转向驱动轮(6)的转向角α0(t)；设首车转向驱动轮(6)到第k节挂车车厢(2)转向轮(11)的轴距为Lk(m)，无轨列车行进Lk(m)所需时间为Δtk，则为使第k节挂车车厢(2)转向轮(11)与首车转向驱动轮(6)同轨迹，控制器(7)经光纤网络(12)输出到第k节挂车车厢转向机构(10)的转向角αk(t)的控制目标为：
αk(t)＝α0(t-Δtk),k＝1,2,3,...,N
式中，N为无轨列车控制转向的挂车车厢的数量，N≥2。
铰接式挂车车厢的转向机构由步进电机驱动，操作简便、准确。
显然，列车转向控制方法尚可为：后一节挂车车轮参考前一节车厢车轮的转向角，根据二者的轴距和行进时间来进行同轨迹转向控制。
最后一节挂车车厢除了设一对转向轮外，还可以在尾部设一对随动轮。
图3是本发明实施例的有首车随动轮的无轨列车的结构示意图。除转向驱动轮外，首车 还可设一对首车随动轮(6’)；首车随动轮的转向角可根据首车转向驱动轮和首车随动轮的轴距以及转向驱动轮的转向角计算得到。用如上同样的控制目标和方法可以控制第k节挂车车厢(2)转向轮(11)与首车随动轮(6’)同轨迹运行。
无轨列车首车和各挂车的转向角的初始值可以设置为0，即认为列车从直道上出发。

Claims (6)

  1. 一种无轨列车转向控制装置，包括首车(1)与铰接其后的挂车车厢(2)，首车(1)设有转向盘(3)、时钟(4)、里程表(5)；其特征在于：首车(1)设有一对转向驱动轮(6)轮轴，设有控制器(7)，转向盘(3)设有与转向角度表(8)的输入端连接的角度传感器(9)；挂车车厢(2)设有带转向机构(10)的一对转向轮(11)；控制器(7)包括时钟(4)、里程表(5)和转向角度表(8)以及光纤网络(12)；时钟(4)、里程表(5)和转向角度表(8)均具备信号输出功能，它们的信号输出端与控制器(7)的输入端相连接；控制器(7)的输出端通过光纤网络(12)与挂车车厢(2)的转向机构(10)的输入端连接。
  2. 一种无轨列车转向控制方法，无轨列车运行时，转向驱动轮(6)及其转向角由司机通过转向盘(3)操控；控制器(7)记录时钟(4)输出的时间t(s)、里程表(5)输出的里程(m)和转向角度表(8)输出的转向驱动轮(6)的转向角α0(t)；设首车转向驱动轮(6)到第k节挂车车厢(2)转向轮(11)的轴距为Lk(m)，无轨列车行进Lk(m)所需时间为Δtk，则为使第k节挂车车厢(2)转向轮(11)与首车转向驱动轮(6)同轨迹，控制器(7)经光纤网络(12)输出到第k节挂车车厢转向机构(10)的转向角αk(t)的控制目标为：
    αk(t)＝α0(t-Δtk),k＝1,2,3,...,N
    式中,N为无轨列车控制转向的挂车车厢的数量，N≥2。
  3. 如权利要求1所述的装置，其特征在于：除转向驱动轮外首车还可设一对首车随动轮(6’)；首车随动轮的转向角可根据首车转向驱动轮(6)和首车随动轮的轴距以及转向驱动轮(6)的转向角计算得到。
  4. 一种无轨列车转向控制方法，后一节挂车车轮参考前一节车厢车轮的转向角，根据二者的轴距和行进时间来进行同轨迹转向控制。
  5. 一种无轨列车转向控制装置，包括首车(1)与铰接其后的挂车车厢(2)，首车(1)设有转向盘(3)、时钟(4)、里程表(5)；其特征在于：首车(1)设有一对转向驱动轮(6)轮轴，设有控制器(7)，转向盘(3)设有与转向角度表(8)的输入端连接的角度传感器(9)；挂车车厢(2)设有带转向机构(10)的一对转向轮(11)；时钟(4)、里程表(5)和转向角度表(8)均具备信号输出功能，它们的信号输出端与控制器(7)的输入端相连接；控制器(7)的输出端通过光纤网络(12)与挂车车厢(2)的转向机构(10)的输入端连接；转向驱动轮(6)及其转向角由司机通过转向盘(3)操控；控制器(7)记录时钟(4)输出的时间t(s)、里程表(5)输出的里程(m)和转向角度表(8)输出的转向驱动轮(6) 的转向角α0(t)。
  6. 一种无轨列车转向控制方法，设首车转向驱动轮(6)到第k节挂车车厢(2)转向轮(11)的轴距为Lk(m)，无轨列车行进Lk(m)所需时间为Δtk，则为使第k节挂车车厢(2)转向轮(11)与首车转向驱动轮(6)同轨迹，控制第k节挂车车厢转向机构(10)的转向角αk(t)为：
    αk(t)＝α0(t-Δtk),k＝1,2,3,...,N
    式中,N为无轨列车控制转向的挂车车厢的数量，N≥2。
PCT/CN2017/080013 2016-04-12 2017-04-11 一种无轨列车转向控制装置及其控制方法 WO2017177885A1 (zh)

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