WO2021249088A1 - 多铰接式车辆及其轨迹跟随控制方法与系统 - Google Patents

多铰接式车辆及其轨迹跟随控制方法与系统 Download PDF

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Publication number
WO2021249088A1
WO2021249088A1 PCT/CN2021/093022 CN2021093022W WO2021249088A1 WO 2021249088 A1 WO2021249088 A1 WO 2021249088A1 CN 2021093022 W CN2021093022 W CN 2021093022W WO 2021249088 A1 WO2021249088 A1 WO 2021249088A1
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point
following
leading
car
angle
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PCT/CN2021/093022
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English (en)
French (fr)
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沈龙江
陶功安
张建全
喻佳文
孔媛媛
汪林峰
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中车株洲电力机车有限公司
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Priority to EP21822721.3A priority Critical patent/EP4166406A4/en
Publication of WO2021249088A1 publication Critical patent/WO2021249088A1/zh

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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
    • B60W30/14—Adaptive cruise control
    • B60W30/16—Control of distance between vehicles, e.g. keeping a distance to preceding vehicle
    • B60W30/165—Automatically following the path of a preceding lead vehicle, e.g. "electronic tow-bar"
    • 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
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/10—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to vehicle motion
    • B60W40/103—Side slip angle of vehicle body
    • 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
    • B60W30/02—Control of vehicle driving stability
    • B60W30/045—Improving turning performance
    • 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
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18145—Cornering
    • 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
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/10—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to vehicle motion
    • B60W40/114—Yaw movement
    • 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
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/10—Longitudinal speed
    • 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
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/10—Longitudinal speed
    • B60W2520/105—Longitudinal acceleration
    • 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
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/12—Lateral speed
    • 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
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/12—Lateral speed
    • B60W2520/125—Lateral acceleration
    • 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
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/14—Yaw
    • 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
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/20—Sideslip angle
    • 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
    • B60W2530/00—Input parameters relating to vehicle conditions or values, not covered by groups B60W2510/00 or B60W2520/00
    • B60W2530/203—Presence of trailer
    • 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
    • B60W2556/00—Input parameters relating to data
    • B60W2556/10—Historical data
    • 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
    • B60W2720/00—Output or target parameters relating to overall vehicle dynamics
    • B60W2720/14—Yaw
    • 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
    • B60W2720/00—Output or target parameters relating to overall vehicle dynamics
    • B60W2720/20—Sideslip angle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2200/00—Type of vehicle
    • B60Y2200/10—Road Vehicles
    • B60Y2200/14—Trucks; Load vehicles, Busses
    • B60Y2200/148—Semi-trailers, articulated vehicles

Definitions

  • the invention belongs to the technical field of vehicle control, and in particular relates to a trajectory following control method and system for a multi-articulated vehicle, and a multi-articulated vehicle.
  • Multi-articulated buses are gradually being valued by local governments in China.
  • Multi-articulated passenger cars are connected by two or three articulated systems, usually with three or four carriages, to achieve the increase and expansion of the car body, improve the transportation capacity, and do not require the previous track construction.
  • the handling and stability of the passenger car is poor, and high requirements are placed on the driver's experience under turning and lane changing conditions. The trajectory following control of the sub-carriage must be established, otherwise it will seriously affect the safety of road operations. .
  • the patent document with publication number CN1052922449A discloses a "trajectory following control method for rubber-tired low-floor intelligent rail trains”
  • the patent document with publication number CN105292256A discloses a "multi-axis steering for rubber-tired low-floor intelligent rail trains” Trajectory following closed-loop control method"
  • these two documents are mainly based on the rotation angle relationship of each axle of the train. They ignore the tire cornering characteristics and nonlinear characteristics that exist in the actual operation of the car, which may easily lead to the calculated
  • the deviation between the ideal value and the actual value of the steering is large, the following accuracy is low, and the adaptability is not good enough for complex working conditions.
  • the present invention provides a multi-articulated vehicle and a trajectory following control method and system thereof to solve the problems of low following accuracy and poor adaptability.
  • a trajectory following control method for a multi-articulated vehicle includes a mother carriage and N sub-cars, and N ⁇ 2, its trajectory follows
  • the control method is:
  • Step 1 Obtain the yaw rate, longitudinal acceleration and lateral acceleration of the leading point and following point;
  • the leading point is any measuring point on the leading car, and the following point is any measuring point on the following car, the leading car is the current car, and the following car is the previous car of the current car;
  • the position of the following point corresponds to the position of the leading point;
  • Step 2 In the global coordinate system of the leading carriage, calculate the yaw angle, longitudinal velocity and lateral velocity of the leading point according to the yaw angular velocity, longitudinal acceleration and lateral acceleration of the leading point, and then calculate the yaw angle, longitudinal velocity and lateral velocity of the leading point according to the longitudinal velocity and lateral acceleration. Speed separately calculates the slip angle of the leading point and the length of the movement path of the leading point starting from the following point;
  • the global coordinate system of the leading car is based on the leading point as the coordinate origin, the forward direction of the leading car is the positive x-axis, and the direction of the leading point pointing to the left of the leading car when leading the car is the positive y-axis.
  • the yaw angle, longitudinal velocity and lateral velocity of the following point are calculated according to the yaw angular velocity, longitudinal acceleration and lateral acceleration of the following point, and then the following points are calculated respectively according to the longitudinal velocity and lateral velocity.
  • the global coordinate system of the following car is based on the following point as the coordinate origin, the forward direction of the following car is the positive direction of the x-axis, and the direction of the following point pointing to the left side of the following car as the forward direction of the following car is the positive direction of the y-axis.
  • Step 3 When the length of the movement path of the following point at the current moment is equal to the length of the movement path of the leading point at a certain historical moment, take the yaw angle and side slip angle corresponding to the length of the movement path of the leading point at that historical moment as the target The yaw angle and target side slip angle are used to control the yaw angle and side slip angle of the following point at the current moment, so as to realize the trajectory of the following car to the leading car.
  • the trajectory tracking control method of the present invention judges whether the current position of the following car is in the historical position of the leading car according to the length of the movement path.
  • the length of the movement path of the historical position of the leading car is determined
  • the corresponding yaw angle and side slip angle are the target values, and the yaw angle and side slip angle of the following car are controlled to control the trajectory of the following car to the leading car; this control method is through the control of the yaw angle and the side slip angle It realizes the trajectory following of multi-articulated vehicles, that is, the first car follows the mother car, the second car follows the first car, and so on, realizing the trajectory following of multiple cars; due to the yaw angle and the side slip angle It is an important state parameter for vehicle stability control.
  • the yaw angle and side slip angle are used as control objects to achieve trajectory following, which not only improves the safety and reliability of vehicle driving, but also improves the accuracy of following control; at the same time, the leading point and The movement path length of the following point is based on the following point as the starting point, avoiding the following error caused by the distance between the following point and the leading point, and further improving the following accuracy.
  • a yaw rate sensor is used to measure the yaw rate
  • a three-axis acceleration sensor is used to measure the longitudinal acceleration and the lateral acceleration.
  • the yaw rate sensor and the three-axis acceleration sensor are both installed in the middle of the car, and the middle of the car better reflects the attitude or trajectory of the car. Therefore, arranging the sensor in the middle of the car can more accurately obtain the attitude of the car. Or trajectory, further improving the accuracy of trajectory following.
  • the global coordinate system of the leading car is based on the lead point as the coordinate origin, and the forward direction of the leading car is the positive direction of the x-axis, so that the leading point points to the left side of the leading car when leading the car forward It is the positive direction of the y-axis, which is established according to the right-hand rule;
  • the global coordinate system of the following car is based on the following point as the coordinate origin, and the direction of the following car is the positive direction of the x-axis.
  • the direction of the left side of the carriage is the positive direction of the y-axis, which is established according to the right-hand rule;
  • R represents the lead point or follow point
  • I the yaw angle of the leading or following point at time t
  • ⁇ R is the yaw angular velocity of the leading or following point at time t
  • ⁇ R is the side slip angle of the leading or following point at time t
  • ⁇ Ry and ⁇ Rx are the longitudinal and lateral speeds of the leading or following point at time t , respectively
  • ⁇ Ry and ⁇ Rx are respectively the leading point or The longitudinal acceleration and lateral acceleration of the following point at time t;
  • a and B respectively represent the leading point and following point.
  • S A and S B are the length of the movement path of the leading point A and the following point B at time t.
  • ⁇ Ax and ⁇ Bx are the leading point A and the following point B respectively.
  • the lateral speed at time t, L is the distance between the leading point A and the following point B.
  • control method further includes the step of curve fitting between the step 2 and step 3, specifically:
  • step 3 is replaced by: according to the motion path length-yaw angle curve and the motion path length-side slip angle curve, determine the current motion path length of the following point at the motion path length-yaw angle curve and the motion path length-yaw angle curve.
  • Path length-slip angle corresponding to the yaw angle and side slip angle on the curve take the corresponding yaw angle and side slip angle on the curve as the target yaw angle and target slip angle, and control the follow point at the current moment
  • the yaw angle and the side slip angle realize the trajectory of the following car to the leading car.
  • the discrete data becomes a continuous curve, and then the corresponding yaw angle and slip angle on the curve are used as the target value, which solves the problem of when the path length of the following point is less than the distance L between the following point and the leading point.
  • the problem of time-to-time follow-up makes it possible for the following point to follow the object at any time, and it can follow the posture or trajectory of the leading point, which further improves the accuracy of follow-up.
  • the target yaw angle and the yaw angle of the following point are used as the input of the first PID control unit, and the first control turning angle is used as the output of the first PID control unit, and the target yaw angle and the following The side slip angle of the point is used as the input of the second PID control unit, and the second control angle is used as the output of the second PID control unit;
  • the real-time corner of the following point is calculated according to the first control corner and the second control corner, and the trajectory of the leading car by the following car is realized through the control of the real-time corner.
  • the above method adopts PID control, which has simple control, strong adaptability and good adaptability to complex working conditions.
  • ⁇ is the real-time turning angle of the following point
  • ⁇ 1 is the first control turning angle
  • ⁇ 2 is the second control turning angle
  • k is a coefficient related to vehicle speed and sideslip angle.
  • the yaw rate sensor or a three-axis acceleration sensor is used, the sensor is installed on the corresponding reference point (ie, lead point or follow point).
  • the present invention also provides a trajectory following control system for a multi-articulated vehicle.
  • the multi-articulated vehicle includes a mother carriage and N sub-cars, and N ⁇ 2, the trajectory following control system includes a computer device; the computer device It is configured or programmed to perform the steps of the method described above.
  • the computer equipment of the present invention may include:
  • the data acquisition unit is used to acquire the yaw rate, longitudinal acceleration and lateral acceleration of the leading point and the following point; the leading point is any measuring point on the leading car, and the following point is any measuring point on the following car, so The leading car is the current car, and the following car is the previous car of the current car; the position of the following point corresponds to the position of the leading point;
  • the parameter calculation unit is used to calculate the yaw angle, longitudinal velocity and lateral velocity of the lead point according to the yaw angular velocity, longitudinal acceleration and lateral acceleration of the lead point in the global coordinate system of the lead carriage, and then calculate the yaw angle, longitudinal velocity and lateral velocity of the lead point according to the The longitudinal speed and the lateral speed respectively calculate the slip angle of the leading point and the length of the movement path of the leading point starting from the following point;
  • the yaw angle, longitudinal velocity, and lateral velocity of the following point are calculated according to the yaw rate, longitudinal acceleration, and lateral acceleration of the following point, and then calculated separately according to the longitudinal velocity and lateral velocity.
  • the global coordinate system of the leading car is based on the leading point as the coordinate origin, the forward direction of the leading car is the positive x-axis, and the direction of the leading point pointing to the left of the leading car when leading the car is the positive y-axis.
  • the global coordinate system of the following car is based on the following point as the coordinate origin, the forward direction of the following car is the positive direction of the x-axis, and the direction of the following point pointing to the left side of the following car as the forward direction of the following car is the positive direction of the y-axis.
  • the following control unit is used for when the length of the movement path of the following point at the current moment is equal to the length of the movement path of the leading point at a certain historical moment, to use the yaw angle and side deviation corresponding to the length of the movement path of the leading point at the historical moment
  • the angle is used as the target yaw angle and target side slip angle to control the yaw angle and side slip angle of the following point at the current moment, so as to realize the trajectory of the following car to the leading car.
  • the computer device further includes a curve fitting unit configured to fit a movement path length-yaw angle curve according to the movement path length, yaw angle, and side slip angle of the leading point, and Movement path length-slip angle curve;
  • the following control unit is used to determine the current motion path length of the following point according to the motion path length-yaw angle curve and motion path length-side slip angle curve, respectively, in the motion path length-yaw angle curve and motion path length-
  • the corresponding yaw angle and side slip angle on the side slip angle curve use the corresponding yaw angle and side slip angle on the curve as the target yaw angle and target side slip angle to control the yaw angle of the following point at the current moment And the slip angle to realize the trajectory of the following car to the leading car.
  • the present invention also provides a multi-articulated vehicle, including the trajectory following control system of the above-mentioned multi-articulated vehicle.
  • the historical moment in the present invention refers to any moment before the current moment. Beneficial effect
  • the multi-articulated vehicle and its trajectory following control method and system determine whether the current position of the following car is in the historical position of the leading car based on the length of the motion path.
  • the position is in the historical position of the leading car, take the yaw angle and side slip angle corresponding to the length of the movement path of the historical position of the leading car as the target value to control the yaw angle and side slip angle of the following car, thereby controlling the following car to lead Trajectory following of the carriage;
  • this control method realizes the trajectory following of the multi-articulated vehicle by controlling the yaw angle and the side slip angle, which not only improves the safety and reliability of vehicle driving, but also improves the accuracy of following control;
  • the length of the movement path of the leading point and the following point is based on the following point, which avoids the following error caused by the distance between the following point and the leading point, and further improves the following accuracy.
  • Fig. 1 is a control flowchart of a trajectory following control method for a multi-articulated vehicle in an embodiment of the present invention
  • Figure 2 is a schematic diagram of the establishment of a global coordinate system in an embodiment of the present invention.
  • the present invention provides a multi-articulated vehicle trajectory following control method.
  • the multi-articulated vehicle includes a mother carriage and N sub-cars, and N ⁇ 2, and its trajectory following control method is:
  • the leading point is any measuring point on the leading car, and the following point is any measuring point on the following car, the leading car is the current car, and the following car is the previous car of the current car;
  • the position of the following point corresponds to the position of the leading point (that is, if the leading point is in the middle of the leading car, then the following point is in the middle of the following car; if the leading point is at the front end of the leading car, then the following point is at the front end of the following car) , To ensure that the leading point and the following point are located at the same position on different carriages, and the following accuracy is improved.
  • the first subcarriage uses the mother car as the leading car, the first subcar is the following car, the leading point is the measuring point on the mother car, and the following point is the measuring point on the first subcar.
  • the trajectory following of a multi-articulated vehicle is that the first subcarriage follows the mother car, the second subcar follows the first subcar, and so on, to achieve the following of all the subcars.
  • the leading point or following point is the measuring point on the carriage.
  • the yaw rate sensor is used to measure the yaw rate
  • the three-axis acceleration sensor is used to measure the longitudinal acceleration and lateral acceleration.
  • the installation of the sensor refers to the yaw rate sensor and the three-axis acceleration sensor
  • the position is used as the measuring point, that is, the leading point or the following point is the installation position of the sensor on the corresponding carriage.
  • Both the yaw rate sensor and the three-axis acceleration sensor are installed in the middle of the car (carriage refers to the leading or following car).
  • the middle of the car better reflects the posture or trajectory of the car, so it is more accurate to place the sensor in the middle of the car Obtain the posture or trajectory of the carriage to further improve the accuracy of trajectory following.
  • the installation position of the yaw rate sensor and the three-axis acceleration sensor on the mother carriage is the lead point, and the yaw rate sensor and the three-axis acceleration sensor are installed on the first subcar
  • the installation position is the follow point.
  • the three coordinate axis directions of the three-axis acceleration sensor are consistent with the corresponding three axis directions of the global coordinate system (the global coordinate system of the leading car and the global coordinate system of the following car).
  • the yaw rate (the measurement process can also be referred to 201710880958.8) refers to the rotation of the vehicle around the axis perpendicular to the road surface.
  • the size of the rotation represents the stability of the vehicle.
  • the longitudinal acceleration refers to the acceleration along the forward direction of the vehicle, and the lateral acceleration refers to the vertical vehicle driving. The acceleration in the direction.
  • the direction of the lead car is the positive x-axis
  • the direction of the lead point to the left of the lead car when the lead car is forward is the positive y-axis
  • the global coordinate system of the lead car is established according to the right-hand rule
  • point A represents the leading point on the mother car
  • point B represents the following point on the first sub-car.
  • ⁇ A is the slip angle of the leading point A at time t
  • ⁇ Ay and ⁇ Ax are the longitudinal and lateral speeds of the leading point A at time t, respectively
  • ⁇ Ay and ⁇ Ax are respectively the leading point A at time t Longitudinal acceleration, lateral acceleration.
  • S A respectively lead the point A at time t, the length of the path of movement.
  • the length of the movement path of the leading point is based on the following point B, so as to avoid the following point B due to the distance L between the following point B and the leading point A.
  • follow point B before reaching the leading point A (with a difference of L).
  • the following error further improves the following accuracy.
  • the yaw angle, longitudinal velocity and lateral velocity of the following point are calculated according to the yaw rate, longitudinal acceleration and lateral acceleration of the following point, and then the lateral velocity of the following point is calculated according to the longitudinal velocity and lateral velocity. Deflection angle, and the path length of the following point starting from the following point.
  • I the yaw angle of following point B at time t
  • ⁇ B is the yaw angle velocity of following point B at time t.
  • ⁇ B is the side slip angle of the following point B at time t
  • ⁇ By and ⁇ Bx are the longitudinal and lateral speeds of the following point B at time t, respectively
  • ⁇ By and ⁇ Bx are respectively the following point B at time t Longitudinal acceleration, lateral acceleration.
  • S B is the length of the movement path of the following point B at time t respectively.
  • the motion path length-yaw angle curve and the motion path length-side slip angle curve can be obtained.
  • the corresponding yaw angle and side slip angle when the length of the motion path of the leading point is less than L, as well as the yaw angle and side slip angle at any motion path length can be obtained, so as to solve the problem of the following point.
  • the following problem is when the path length of the following point is less than L, so that the following point can follow the object at any time (that is, regardless of the length of the path of the following point (even if it is less than L)), and can follow the posture or trajectory of the leading point , To further improve the following accuracy.
  • the target value can be determined by the following steps: When the length of the movement path of the following point at the current moment T 1 is equal to the length of the movement path of the leading point at a certain historical moment T 2 , the lead point is The yaw angle and the side slip angle corresponding to the length of the motion path at the historical time T 2 are used as the target yaw angle and the target side slip angle to control the yaw angle and the side slip angle of the following point at the current time to realize the following car to lead the car Follow the trajectory of, where the current time T 1 > the historical time T 2 .
  • the sampling period of the leading point is less than the sampling period of the following point, and the sampling period of the leading point is set to be small enough, there will always be a historical movement of the leading point equal to the trailing point for each movement path length greater than or equal to the distance L
  • the path length that is, both the target yaw angle and the target side slip angle can be found.
  • the target value can be determined by the following steps: According to the motion path length-yaw angle curve and the motion path length-side slip angle curve, determine the yaw angle and side slip angle corresponding to the current motion path length of the follow point on the curve , Taking the corresponding yaw angle and side slip angle on the curve as the target yaw angle and target side slip angle, control the yaw angle and side slip angle of the following point at the current moment to realize the trajectory of the following car to the leading car.
  • the movement path length of the following point can be obtained as any value (including the movement path length when it is less than L) ) Target yaw angle and target side slip angle.
  • PID control is adopted for the control of the yaw angle and the side slip angle, the control process is simple, the adaptability is strong, and it has good adaptability to complex working conditions.
  • the specific control process is:
  • the target yaw angle and the yaw angle of the following point are used as the input of the first PID control unit, the first control angle is used as the output of the first PID control unit, and the target side slip angle and the side slip angle of the following point are used as the second PID
  • the input of the control unit, the second control angle is used as the output of the second PID control unit; the real-time angle of the follow point is calculated according to the first and second angles, and the real-time angle control realizes the trajectory of the following car to the leading car.
  • the calculation expression of the real-time turning angle of the following point is:
  • ⁇ is the real-time corner of the following point
  • ⁇ 1 is the first control corner
  • ⁇ 2 is the second control corner
  • ⁇ 2 PID2( ⁇ ' B , ⁇ B )
  • ⁇ 'B are a target yaw angle
  • k is a coefficient related to vehicle speed and side slip angle.
  • the side slip angle of the car is smaller.
  • the car s The slip angle is large, and the k value needs to be increased at this time.
  • the present invention also provides a trajectory following control system for a multi-articulated vehicle.
  • the multi-articulated vehicle includes a mother carriage and N sub-cars, and N ⁇ 2.
  • the trajectory following control system includes a computer device.
  • the device is configured or programmed to perform the steps of the trajectory following control method described above.
  • the computer equipment of this embodiment includes:
  • the data acquisition unit is used to acquire the yaw rate, longitudinal acceleration and lateral acceleration of the leading point and the following point; the leading point is any measuring point on the leading car, and the following point is any measuring point on the following car, so The leading car is the current car, and the following car is the previous car of the current car; the position of the following point corresponds to the position of the leading point;
  • the coordinate system establishment unit is used to establish the global coordinates of the leading vehicle by taking the direction of the leading point pointing to the head of the leading vehicle and parallel to the leading vehicle as the x-axis, and using the direction of the leading point pointing to the left side of the leading vehicle as the y-axis.
  • System the direction that the following point points to the head of the following car and parallel to the following car is the x-axis, and the direction that the following point points to the left side of the following car is the y-axis, and the global coordinate system of the following car is established according to the right-hand rule;
  • the parameter calculation unit is used to calculate the yaw angle, longitudinal velocity and lateral velocity of the lead point according to the yaw angular velocity, longitudinal acceleration and lateral acceleration of the lead point in the global coordinate system of the lead carriage, and then calculate the yaw angle, longitudinal velocity and lateral velocity of the lead point according to the The longitudinal speed and the lateral speed respectively calculate the slip angle of the leading point and the length of the movement path of the leading point starting from the following point;
  • the following control unit is used for when the length of the movement path of the following point at the current moment is equal to the length of the movement path of the leading point at a certain historical moment, to use the yaw angle and side deviation corresponding to the length of the movement path of the leading point at the historical moment
  • the angle is used as the target yaw angle and target side slip angle to control the yaw angle and side slip angle of the following point at the current moment, so as to realize the trajectory of the following car to the leading car.
  • the computer device of the present invention further includes a curve fitting unit, which is used to fit the movement path length-yaw angle curve according to the movement path length, yaw angle, and side slip angle of the leading point, and the movement path Length-side slip angle curve; the follow-up control unit is used to determine the yaw corresponding to the current path length of the following point on the curve according to the movement path length-yaw angle curve and the movement path length-side slip angle curve.
  • Angle and slip angle take the corresponding yaw angle and side slip angle on the curve as the target yaw angle and target slip angle, control the yaw angle and side slip angle of the following point at the current moment, so as to realize the following car to lead
  • the trajectory of the carriage follows.

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Abstract

一种多铰接式车辆及其轨迹跟随控制方法与系统，通过运动路径长度判断跟随车厢的当前位置是否处于引领车厢的历史位置，当跟随车厢的当前位置处于引领车厢的历史位置时，以引领车厢历史位置的运动路径长度所对应的横摆角和侧偏角为目标值，控制跟随车厢的横摆角和侧偏角，从而控制跟随车厢对引领车厢的轨迹跟随；该控制方法通过对横摆角和侧偏角的控制实现了多铰接式车辆的轨迹跟随，不仅提高了车辆行驶的安全性和可靠性，还提高了跟随控制精度；同时，引领点和跟随点的运动路径长度均是以跟随点为起点，避免了由于跟随点与引领点之间的距离导致的跟随误差，进一步提高了跟随精度。

Description

多铰接式车辆及其轨迹跟随控制方法与系统 技术领域
本发明属于车辆控制技术领域，尤其涉及一种多铰接式车辆的轨迹跟随控制方法与系统，多铰接式车辆。
背景技术
随着城市规模的不断扩大，公共交通的压力也越来越大，常规的两轴、三轴公交车单程运输量有限，虽然增加公交班次能在一定程度上缓解运输压力，但在运输成本和管理上给公交公司提出了额外的问题。多铰接式客车作为一种公共交通解决方案，逐渐被国内地方政府重视。多铰接式客车由两个或三个铰接系统进行连接，通常有三或四节车厢，实现车体的增加拓展，提高了运输能力，并且不需要前期的轨道建设。但由于车体的长度增加，客车操纵稳定性较差，在转弯、变道等工况下对司机的经验提出相当高的要求，必须制定子车厢的轨迹跟随控制，否则会严重影响道路运营安全。
公开号为CN1052922449A的专利文献公开了一种“胶轮低地板智能轨道列车用的轨迹跟随控制方法”，公开号为CN105292256A的专利文献公开了一种“胶轮低地板智能轨道列车的多轴转向轨迹跟随闭环控制方法”，这两份文献主要根据列车各轴的转角关系进行跟随的策略制定，忽略了汽车实际运行过程中存在的轮胎侧偏特性以及非线性特性等情况，容易导致计算出的转向理想值与实际值偏差较大，跟随精度低，且对于复杂的工况，适应性不够好。
发明内容
针对现有技术的不足，本发明提供一种多铰接式车辆及其轨迹跟随控制方法与系统，以解决跟随精度低，适应性差的问题。
本发明是通过如下的技术方案来解决上述技术问题的：一种多铰接式车辆的轨迹跟随控制方法，多铰接式车辆包括一节母车厢以及N节子车厢，且N≥2，其轨迹跟随控制方法为：
步骤1：获取引领点和跟随点的横摆角速度、纵向加速度以及横向加速度；
所述引领点为引领车厢上的任一测量点，跟随点为跟随车厢上的任一测量点，所述引领车厢即当前节车厢，所述跟随车厢为当前车厢的前一节车厢；所述跟随点的位置与引领点的位置对应；
步骤2：在引领车厢的全局坐标系下，根据所述引领点的横摆角速度、纵向加速度以及横向加速度分别计算引领点的横摆角、纵向速度以及横向速度，再根据所述纵向速度和横向速度分别计算引领点的侧偏角，以及以跟随点为起点的引领点的运动路径长度；
所述引领车厢的全局坐标系是以引领点为坐标原点，引领车厢前进的方向为x轴正向，以引领车厢前进时引领点指向引领车厢左侧的方向为y轴正向，根据右手定则建立的；
在跟随车厢的全局坐标系下，根据跟随点的横摆角速度、纵向加速度以及横向加速度分别计算跟随点的横摆角、纵向速度以及横向速度，再根据所述纵向速度和横向速度分别计算跟随点的侧偏角，以及以跟随点为起点的跟随点的运动路径长度；
所述跟随车厢的全局坐标系是以跟随点为坐标原点，跟随车厢前进的方向为x轴正向，以跟随车厢前进时跟随点指向跟随车厢左侧的方向为y轴正向，根据右手定则建立的；
步骤3：当跟随点在当前时刻的运动路径长度等于引领点在某个历史时刻的运动路径长度时，以引领点在该历史时刻的运动路径长度所对应的横摆角和侧偏角作为目标横摆角和目标侧偏角，控制跟随点在当前时刻的横摆角和侧偏角，实现跟随车厢对引领车厢的轨迹跟随。
本发明的轨迹跟踪控制方法，根据运动路径长度判断跟随车厢的当前位置是否处于引领车厢的历史位置，当跟随车厢的当前位置处于引领车厢的历史位置时，以引领车厢历史位置的运动路径长度所对应的横摆角和侧偏角为目标值，控制跟随车厢的横摆角和侧偏角，从而控制跟随车厢对引领车厢的轨迹跟随；该控制方法通过对横摆角和侧偏角的控制实现了多铰接式车辆的轨迹跟随，即第一节车厢跟随母车厢，第二节车厢跟随第一节车厢，以此类推，实现了多节车厢的轨迹跟随；由于横摆角和侧偏角是车辆稳定性控制的重要状态参数，以横摆角和侧偏角为控制对象来实现轨迹跟随，不仅提高了车辆行驶的安全性和可靠性，还提高了跟随控制精度；同时，引领点和跟随点的运动路径长度均是以跟随点为起点，避免了由于跟随点与引领点之间的距离导致的跟随误差，进一步提高了跟随精度。
进一步地，所述步骤1中，采用横摆角速度传感器测量横摆角速度，采用三 轴加速度传感器测量纵向加速度和横向加速度。
优选的，所述横摆角速度传感器和三轴加速度传感器均安装在车厢的中部，车厢中部更好地反映了车厢的姿态或轨迹，因此将传感器设置在车厢中部能够更为准确地获得车厢的姿态或轨迹，进一步提高了轨迹跟随精度。
进一步地，所述步骤2中，所述引领车厢的全局坐标系是以引领点为坐标原点，引领车厢前进的方向为x轴正向，以引领车厢前进时引领点指向引领车厢左侧的方向为y轴正向，根据右手定则来建立的；所述跟随车厢的全局坐标系是以跟随点为坐标原点，跟随车厢前进的方向为x轴正向，以跟随车厢前进时跟随点指向跟随车厢左侧的方向为y轴正向，根据右手定则来建立的；
横摆角的计算表达式为：
Figure PCTCN2021093022-appb-000001
其中，R表示引领点或跟随点，
Figure PCTCN2021093022-appb-000002
为引领点或跟随点在时刻t的横摆角，ω R为引领点或跟随点在时刻t的横摆角速度；
侧偏角的计算表达式为：
Figure PCTCN2021093022-appb-000003
其中，β R为引领点或跟随点在时刻t的侧偏角，ν Ry、ν Rx分别为引领点或跟随点在时刻t的纵向速度、横向速度，α Ry、α Rx分别为引领点或跟随点在时刻t的纵向加速度、横向加速度；
引领点和跟随点的运动路径长度的计算表达式分别为：
Figure PCTCN2021093022-appb-000004
其中，A、B分别表示引领点、跟随点，S A、S B分别为引领点A、跟随点B在时刻t的运动路径长度，ν Ax、ν Bx分别为引领点A、跟随点B在时刻t的横向速度，L为引领点A与跟随点B之间的距离。
进一步地，所述控制方法还包括在所述步骤2与步骤3之间的曲线拟合的步骤，具体为：
根据引领点的运动路径长度、横摆角以及侧偏角拟合出运动路径长度-横摆角曲线，以及运动路径长度-侧偏角曲线。
进一步地，所述步骤3替代为：根据运动路径长度-横摆角曲线和运动路径长度-侧偏角曲线，确定跟随点当前时刻的运动路径长度分别在运动路径长度-横摆角曲线和运动路径长度-侧偏角曲线上所对应的横摆角和侧偏角，以曲线上所对应的横摆角和侧偏角作为目标横摆角和目标侧偏角，控制跟随点在当前时刻的横摆角和侧偏角，实现跟随车厢对引领车厢的轨迹跟随。
通过拟合使离散的数据变成连续的曲线，再以曲线上所对应的横摆角和侧偏角作为目标值，解决了当跟随点的运动路径长度小于跟随点与引领点之间距离L时的跟随问题，使跟随点无论在何时都有跟随对象，且都能跟随引领点的姿态或轨迹，进一步提高了跟随精度。
进一步地，所述步骤3中，以目标横摆角和跟随点的横摆角作为第一PID控制单元的输入，第一控制转角作为第一PID控制单元的输出，以目标侧偏角和跟随点的侧偏角作为第二PID控制单元的输入，第二控制转角作为第二PID控制单元的输出；
根据所述第一控制转角和第二控制转角计算跟随点的实时转角，通过实时转角的控制实现跟随车厢对引领车厢的轨迹跟随。
上述方法采用PID控制，控制简单，适应性强，对于复杂工况也具有较好的适应性。
进一步地，所述跟随点的实时转角的计算表达式为：
δ＝(1-k)Δδ 1+k·Δδ 2
其中，δ为跟随点的实时转角，Δδ 1为第一控制转角，Δδ 2为第二控制转角，k为与车速和侧偏角相关的系数。
不难理解的是，本发明中，使用横摆角速度传感器、三轴加速度传感器时，传感器安装在对应的参考点(即引领点或跟随点)上。
本发明还提供一种多铰接式车辆的轨迹跟随控制系统，多铰接式车辆包括一节母车厢以及N节子车厢，且N≥2，所述轨迹跟随控制系统包括计算机设备；所述计算机设备被配置或编程为用于执行上述方法的步骤。具体地，本发明的计算机设备可以包括：
数据获取单元，用于获取引领点和跟随点的横摆角速度、纵向加速度以及横向加速度；所述引领点为引领车厢上的任一测量点，跟随点为跟随车厢上的任一 测量点，所述引领车厢即当前节车厢，所述跟随车厢为当前车厢的前一节车厢；所述跟随点的位置与引领点的位置对应；
参数计算单元，用于在所述引领车厢的全局坐标系下，根据所述引领点的横摆角速度、纵向加速度以及横向加速度分别计算引领点的横摆角、纵向速度以及横向速度，再根据所述纵向速度和横向速度分别计算引领点的侧偏角，以及以跟随点为起点的引领点的运动路径长度；
以及，
在所述跟随车厢的全局坐标系下，根据跟随点的横摆角速度、纵向加速度以及横向加速度分别计算跟随点的横摆角、纵向速度以及横向速度，再根据所述纵向速度和横向速度分别计算跟随点的侧偏角，以及以跟随点为起点的跟随点的运动路径长度；
所述引领车厢的全局坐标系是以引领点为坐标原点，引领车厢前进的方向为x轴正向，以引领车厢前进时引领点指向引领车厢左侧的方向为y轴正向，根据右手定则建立的；
所述跟随车厢的全局坐标系是以跟随点为坐标原点，跟随车厢前进的方向为x轴正向，以跟随车厢前进时跟随点指向跟随车厢左侧的方向为y轴正向，根据右手定则建立的；
跟随控制单元，用于当跟随点在当前时刻的运动路径长度等于引领点在某个历史时刻的运动路径长度时，以引领点在该历史时刻的运动路径长度所对应的横摆角和侧偏角作为目标横摆角和目标侧偏角，控制跟随点在当前时刻的横摆角和侧偏角，实现跟随车厢对引领车厢的轨迹跟随。
进一步地，所述计算机设备还包括曲线拟合单元，所述曲线拟合单元用于根据引领点的运动路径长度、横摆角以及侧偏角拟合出运动路径长度-横摆角曲线，以及运动路径长度-侧偏角曲线；
跟随控制单元替代为用于根据运动路径长度-横摆角曲线和运动路径长度-侧偏角曲线，确定跟随点当前时刻的运动路径长度分别在运动路径长度-横摆角曲线和运动路径长度-侧偏角曲线上所对应的横摆角和侧偏角，以曲线上所对应的横摆角和侧偏角作为目标横摆角和目标侧偏角，控制跟随点在当前时刻的横摆角和侧偏角，实现跟随车厢对引领车厢的轨迹跟随。
本发明还提供一种多铰接式车辆，包括上述多铰接式车辆的轨迹跟随控制系统。
本发明中的历史时刻，是指当前时刻之前的任一时刻。有益效果
与现有技术相比，本发明所提供的一种多铰接式车辆及其轨迹跟随控制方法与系统，通过运动路径长度判断跟随车厢的当前位置是否处于引领车厢的历史位置，当跟随车厢的当前位置处于引领车厢的历史位置时，以引领车厢历史位置的运动路径长度所对应的横摆角和侧偏角为目标值，控制跟随车厢的横摆角和侧偏角，从而控制跟随车厢对引领车厢的轨迹跟随；该控制方法通过对横摆角和侧偏角的控制实现了多铰接式车辆的轨迹跟随，不仅提高了车辆行驶的安全性和可靠性，还提高了跟随控制精度；同时，引领点和跟随点的运动路径长度均是以跟随点为起点，避免了由于跟随点与引领点之间的距离导致的跟随误差，进一步提高了跟随精度。
附图说明
为了更清楚地说明本发明的技术方案，下面将对实施例描述中所需要使用的附图作简单地介绍，显而易见地，下面描述中的附图仅仅是本发明的一个实施例，对于本领域普通技术人员来说，在不付出创造性劳动的前提下，还可以根据这些附图获得其他的附图。
图1是本发明实施例中一种多铰接式车辆的轨迹跟随控制方法的控制流程图；
图2是本发明实施例中全局坐标系的建立示意图。
具体实施方式
下面结合本发明实施例中的附图，对本发明中的技术方案进行清楚、完整地描述，显然，所描述的实施例仅仅是本发明一部分实施例，而不是全部的实施例。基于本发明中的实施例，本领域普通技术人员在没有作出创造性劳动的前提下所获得的所有其他实施例，都属于本发明保护的范围。
如图1所示，本发明所提供的一种多铰接式车辆的轨迹跟随控制方法，多铰接式车辆包括一节母车厢以及N节子车厢，且N≥2，其轨迹跟随控制方法为：
1、获取引领点和跟随点的横摆角速度、纵向加速度以及横向加速度。
所述引领点为引领车厢上的任一测量点，跟随点为跟随车厢上的任一测量点，所述引领车厢即当前节车厢，所述跟随车厢为当前车厢的前一节车厢；所述跟随 点的位置与引领点的位置对应(即如果引领点在引领车厢的中部，那么跟随点则在跟随车厢的中部；如果引领点在引领车厢的前端，那么跟随点则在跟随车厢的前端)，保证了引领点与跟随点分别位于不同车厢上的同一位置，提高了跟随精度。例如，第一节子车厢以母车厢为引领车厢，第一节子车厢为跟随车厢，引领点就是母车厢上的测量点，跟随点就是第一节子车厢上的测量点。多铰接式车辆的轨迹跟随就是第一节子车厢跟随母车厢，第二节子车厢跟随第一节子车厢，依次类推，实现所有子车厢的跟随。
引领点或跟随点为车厢上的测量点，采用横摆角速度传感器测量横摆角速度，采用三轴加速度传感器测量纵向加速度和横向加速度，传感器(是指横摆角速度传感器和三轴加速度传感器)的安装位置作为测量点，即引领点或跟随点即为传感器在对应车厢上的安装位置。横摆角速度传感器和三轴加速度传感器均安装在车厢(车厢是指引领车厢或跟随车厢)的中部，车厢中部更好地反映了车厢的姿态或轨迹，因此将传感器设置在车厢中部能够更为准确地获得车厢的姿态或轨迹，进一步提高了轨迹跟随精度。例如，当第一节子车厢跟随母车厢时，横摆角速度传感器和三轴加速度传感器在母车厢上的安装位置为引领点，横摆角速度传感器和三轴加速度传感器在第一节子车厢上的安装位置为跟随点。
测量纵向加速度和横向加速度时，三轴加速度传感器的三个坐标轴方向与对应的全局坐标系(引领车厢的全局坐标系和跟随车厢的全局坐标系)三个轴方向一致。
横摆角速度(测量过程也可以参见201710880958.8)是指车辆绕垂直路面的轴的旋转，该旋转的大小代表车辆的稳定程度，纵向加速度是指沿着车辆前进方向的加速度，横向加速度是垂直车辆行驶方向的加速度。
2、在引领车厢的全局坐标系下，根据引领点的横摆角速度、纵向加速度以及横向加速度分别计算引领点的横摆角、纵向速度以及横向速度，再根据纵向速度和横向速度分别计算引领点的侧偏角，以及以跟随点为起点的引领点的运动路径长度。
以引领点为坐标原点，引领车厢前进的方向为x轴正向，以引领车厢前进时引领点指向引领车厢左侧的方向为y轴正向，根据右手定则建立引领车厢的全局坐标系；以跟随点为坐标原点，跟随车厢前进的方向为x轴正向，以跟随车厢前 进时跟随点指向跟随车厢左侧的方向为y轴正向，根据右手定则建立跟随车厢的全局坐标系。
如图2所示，以第一节子车厢跟随母车厢为例，A点表示母车厢上的引领点，B点表示第一节子车厢上的跟随点。以引领点A指向母车厢头部的方向为x 1轴，以引领点A指向引领车厢左侧的方向为y 1轴，建立了母车厢的全局坐标系x 1y 1；以跟随点B指向第一节子车厢头部的方向为x 2轴，以跟随点B指向第一节子车厢左侧的方向为y 2轴，建立了第一节子车厢的全局坐标系x 2y 2。L为引领点A与跟随点B之间的距离。引领点A的横摆角的计算表达式为：
Figure PCTCN2021093022-appb-000005
其中，
Figure PCTCN2021093022-appb-000006
为引领点A在时刻t的横摆角，ω A为引领点A在时刻t的横摆角速度。
引领点A的侧偏角的计算表达式为：
Figure PCTCN2021093022-appb-000007
其中，β A为引领点A在时刻t的侧偏角，ν Ay、ν Ax分别为引领点A在时刻t的纵向速度、横向速度，α Ay、α Ax分别为引领点A在时刻t的纵向加速度、横向加速度.
引领点A的运动路径长度的计算表达式为：
Figure PCTCN2021093022-appb-000008
其中，S A分别为引领点A在时刻t的运动路径长度。引领点的运动路径长度是以跟随点B为起点，这样就避免了由于跟随点B与引领点A之间存在距离L导致的跟随点B还未到达引领点A(相差L)就进行跟随的跟随误差，进一步提高了跟随精度。
设定采样周期，每个采样周期得到一组引领点A的运动路径长度、横摆角以及侧偏角数据，并将该数据保存，多次采样得到多组运动路径长度、横摆角以及侧偏角数据，以便于后面的跟随车厢的目标横摆角和目标侧偏角的索引。
在跟随车厢的全局坐标系下，根据跟随点的横摆角速度、纵向加速度以及横向加速度分别计算跟随点的横摆角、纵向速度以及横向速度，再根据纵向速度和 横向速度分别计算跟随点的侧偏角，以及以跟随点为起点的跟随点的运动路径长度。
跟随点B的横摆角的计算表达式为：
Figure PCTCN2021093022-appb-000009
其中，
Figure PCTCN2021093022-appb-000010
为跟随点B在时刻t的横摆角，ω B为跟随点B在时刻t的横摆角速度。
跟随点B的侧偏角的计算表达式为：
Figure PCTCN2021093022-appb-000011
其中，β B为跟随点B在时刻t的侧偏角，ν By、ν Bx分别为跟随点B在时刻t的纵向速度、横向速度，α By、α Bx分别为跟随点B在时刻t的纵向加速度、横向加速度.
跟随点B的运动路径长度的计算表达式为：
Figure PCTCN2021093022-appb-000012
其中，S B分别为跟随点B在时刻t的运动路径长度。
3、根据引领点的运动路径长度、横摆角以及侧偏角拟合出运动路径长度-横摆角曲线，以及运动路径长度-侧偏角曲线。
利用插值法或者其他拟合方法将多组运动路径长度、横摆角以及侧偏角数据进行拟合，可以得到运动路径长度-横摆角曲线以及运动路径长度-侧偏角曲线。通过曲线拟合可以得到当引领点的运动路径长度小于L时所对应的横摆角和侧偏角，以及无论哪个运动路径长度下的横摆角和侧偏角，这样就解决了当跟随点的运动路径长度小于L时的跟随问题，使跟随点无论在何时(即无论跟随点的运动路径长度为何值(即使小于L))都有跟随对象，且都能跟随引领点的姿态或轨迹，进一步提高了跟随精度。
4、以横摆角和侧偏角为控制对象，进行跟随车厢对引领车厢的轨迹跟随控制。
无论是否进行曲线拟合，均可以由以下步骤来确定目标值：当跟随点在当前时刻T 1的运动路径长度等于引领点在某个历史时刻T 2的运动路径长度时，以引 领点在该历史时刻T 2的运动路径长度所对应的横摆角和侧偏角作为目标横摆角和目标侧偏角，控制跟随点在当前时刻的横摆角和侧偏角，实现跟随车厢对引领车厢的轨迹跟随，其中，当前时刻T 1>历史时刻T 2。
当引领点的采样周期小于跟随点的采样周期，且引领点的采样周期设定的足够小时，跟随点的每个大于或等于距离L的运动路径长度始终会存在与其相等的引领点的历史运动路径长度，即都能找到目标横摆角和目标侧偏角。
如果以引领点的多组运动路径长度、横摆角以及侧偏角数据为离散点进行了曲线拟合，并得到了运动路径长度-横摆角曲线以及运动路径长度-侧偏角曲线，则可以由以下步骤来确定目标值：根据运动路径长度-横摆角曲线和运动路径长度-侧偏角曲线，确定跟随点当前时刻的运动路径长度在曲线上所对应的横摆角和侧偏角，以曲线上所对应的横摆角和侧偏角作为目标横摆角和目标侧偏角，控制跟随点在当前时刻的横摆角和侧偏角，实现跟随车厢对引领车厢的轨迹跟随。
通过曲线拟合可以得到，引领点的运动路径长度小于L时所对应的横摆角和侧偏角，根据该曲线可以得到跟随点的运动路径长度为任意值(包括小于L时的运动路径长度)的目标横摆角和目标侧偏角。
本实施例中，横摆角和侧偏角的控制均采用PID控制，控制过程简单，适应性强，对于复杂工况也具有较好的适应性。具体的控制过程为：
以目标横摆角和跟随点的横摆角作为第一PID控制单元的输入，第一控制转角作为第一PID控制单元的输出，以目标侧偏角和跟随点的侧偏角作为第二PID控制单元的输入，第二控制转角作为第二PID控制单元的输出；根据第一转角和第二转角计算跟随点的实时转角，通过实时转角的控制实现跟随车厢对引领车厢的轨迹跟随。跟随点的实时转角的计算表达式为：
δ＝(1-k)Δδ 1+k·Δδ 2
其中，δ为跟随点的实时转角，Δδ 1为第一控制转角，Δδ 2为第二控制转角，
Figure PCTCN2021093022-appb-000013
Δδ 2＝PID2(β' B,β B) ，
Figure PCTCN2021093022-appb-000014
β' B分别为目标横摆角、目标侧偏角。k为与车速和侧偏角相关的系数，当低速转弯时，车厢的侧偏角较小，此时横摆角速度能够反映车辆的运动状态，可以取k＝0，当高速转弯时，车厢的侧偏角较大，此时需要增大k值。
本发明还提供一种多铰接式车辆的轨迹跟随控制系统，所述多铰接式车辆包括一节母车厢以及N节子车厢，且N≥2，所述轨迹跟随控制系统包括计算机设备，该计算机设备被配置或编程为用于执行上述轨迹跟随控制方法的步骤。具体地，本实施例的计算机设备包括：
数据获取单元，用于获取引领点和跟随点的横摆角速度、纵向加速度以及横向加速度；所述引领点为引领车厢上的任一测量点，跟随点为跟随车厢上的任一测量点，所述引领车厢即当前节车厢，所述跟随车厢为当前车厢的前一节车厢；所述跟随点的位置与引领点的位置对应；
坐标系建立单元，用于以引领点指向引领车厢头部且平行于引领车厢的方向为x轴，以引领点指向引领车厢左侧的方向为y轴，根据右手定则建立引领车厢的全局坐标系；以跟随点指向跟随车厢头部且平行于跟随车厢的方向为x轴，以跟随点指向跟随车厢左侧的方向为y轴，根据右手定则建立跟随车厢的全局坐标系；
参数计算单元，用于在所述引领车厢的全局坐标系下，根据所述引领点的横摆角速度、纵向加速度以及横向加速度分别计算引领点的横摆角、纵向速度以及横向速度，再根据所述纵向速度和横向速度分别计算引领点的侧偏角，以及以跟随点为起点的引领点的运动路径长度；
以及用于在所述跟随车厢的全局坐标系下，根据跟随点的横摆角速度、纵向加速度以及横向加速度分别计算跟随点的横摆角、纵向速度以及横向速度，再根据所述纵向速度和横向速度分别计算跟随点的侧偏角，以及以跟随点为起点的跟随点的运动路径长度；
跟随控制单元，用于当跟随点在当前时刻的运动路径长度等于引领点在某个历史时刻的运动路径长度时，以引领点在该历史时刻的运动路径长度所对应的横摆角和侧偏角作为目标横摆角和目标侧偏角，控制跟随点在当前时刻的横摆角和侧偏角，实现跟随车厢对引领车厢的轨迹跟随。
本发明的计算机设备还包括曲线拟合单元，所述曲线拟合单元用于根据引领点的运动路径长度、横摆角以及侧偏角拟合出运动路径长度-横摆角曲线，以及运动路径长度-侧偏角曲线；跟随控制单元替代为用于根据运动路径长度-横摆角曲线和运动路径长度-侧偏角曲线，确定跟随点当前时刻的运动路径长度在曲线 上所对应的横摆角和侧偏角，以曲线上所对应的横摆角和侧偏角作为目标横摆角和目标侧偏角，控制跟随点在当前时刻的横摆角和侧偏角，实现跟随车厢对引领车厢的轨迹跟随。
以上所揭露的仅为本发明的具体实施方式，但本发明的保护范围并不局限于此，任何熟悉本技术领域的技术人员在本发明揭露的技术范围内，可轻易想到变化或变型，都应涵盖在本发明的保护范围之内。

Claims (10)

  1. 一种多铰接式车辆的轨迹跟随控制方法，其特征在于，该方法包括：
    步骤1，获取引领点和跟随点的横摆角速度、纵向加速度以及横向加速度；
    所述引领点为引领车厢上的任一测量点，跟随点为跟随车厢上的任一测量点，所述引领车厢即当前节车厢，所述跟随车厢为当前车厢的前一节车厢；所述跟随点的位置与引领点的位置对应；
    步骤2，在引领车厢的全局坐标系下，根据所述引领点的横摆角速度、纵向加速度以及横向加速度分别计算引领点的横摆角、纵向速度以及横向速度，再根据所述纵向速度和横向速度分别计算引领点的侧偏角，以及以跟随点为起点的引领点的运动路径长度；
    所述引领车厢的全局坐标系是以引领点为坐标原点，引领车厢前进的方向为x轴正向，以引领车厢前进时引领点指向引领车厢左侧的方向为y轴正向，根据右手定则建立的；
    在跟随车厢的全局坐标系下，根据跟随点的横摆角速度、纵向加速度以及横向加速度分别计算跟随点的横摆角、纵向速度以及横向速度，再根据所述纵向速度和横向速度分别计算跟随点的侧偏角，以及以跟随点为起点的跟随点的运动路径长度；
    所述跟随车厢的全局坐标系是以跟随点为坐标原点，跟随车厢前进的方向为x轴正向，以跟随车厢前进时跟随点指向跟随车厢左侧的方向为y轴正向，根据右手定则建立的；
    步骤3，当跟随点在当前时刻的运动路径长度等于引领点在某个历史时刻的运动路径长度时，以引领点在该历史时刻的运动路径长度所对应的横摆角和侧偏角分别作为目标横摆角和目标侧偏角，控制跟随点在当前时刻的横摆角和侧偏角。
  2. 如权利要求1所述的轨迹跟随控制方法，其特征在于，所述步骤1中，采用横摆角速度传感器测量横摆角速度，采用三轴加速度传感器测量纵向加速度和横向加速度；
    优选的，所述横摆角速度传感器和三轴加速度传感器均安装在车厢的中部。
  3. 如权利要求1所述的轨迹跟随控制方法，其特征在于，所述步骤2中，横摆角的计算公式为：
    Figure PCTCN2021093022-appb-100001
    其中，R表示引领点或跟随点，
    Figure PCTCN2021093022-appb-100002
    为引领点或跟随点在时刻t的横摆角，ω R为引领点或跟随点在时刻t的横摆角速度。
  4. 如权利要求1所述的轨迹跟随控制方法，其特征在于，所述步骤2中，侧偏角的计算公式为：
    Figure PCTCN2021093022-appb-100003
    其中，β R为引领点或跟随点在时刻t的侧偏角，ν Ry、ν Rx分别为引领点或跟随点在时刻t的纵向速度、横向速度，α Ry、α Rx分别为引领点或跟随点在时刻t的纵向加速度、横向加速度。
  5. 如权利要求1所述的轨迹跟随控制方法，其特征在于，所述步骤2中，引领点和跟随点的运动路径长度的计算公式分别为：
    Figure PCTCN2021093022-appb-100004
    其中，A、B分别表示引领点、跟随点，S A、S B分别为引领点A、跟随点B在时刻t的运动路径长度，ν Ax、ν Bx分别为引领点A、跟随点B在时刻t的横向速度，L为引领点A与跟随点B之间的距离。
  6. 如权利要求1～5之一所述的轨迹跟随控制方法，其特征在于，还包括在所述步骤2与步骤3之间的曲线拟合的步骤，具体实现过程包括：
    根据引领点的运动路径长度、横摆角以及侧偏角拟合出运动路径长度-横摆角曲线，以及运动路径长度-侧偏角曲线；
    所述步骤3替代为：根据运动路径长度-横摆角曲线和运动路径长度-侧偏角曲线，确定跟随点当前时刻的运动路径长度分别在运动路径长度-横摆角曲线上的横摆角和运动路径长度-侧偏角曲线上的侧偏角，分别以所述运动路径长度-横摆角曲线上的横摆角和运动路径长度-侧偏角曲线上的侧偏角作为目标横摆角和目标侧偏角，控制跟随点在当前时刻的横摆角和侧偏角。
  7. 如权利要求1～6之一所述的轨迹跟随控制方法，其特征在于，所述步骤3中，以目标横摆角和跟随点的横摆角作为第一PID控制单元的输入，第一控制转角作为第一PID控制单元的输出，以目标侧偏角和跟随点的侧偏角作为第二 PID控制单元的输入，第二控制转角作为第二PID控制单元的输出；
    根据所述第一控制转角和第二控制转角计算跟随点的实时转角。
  8. 如权利要求7所述的轨迹跟随控制方法，其特征在于：所述跟随点的实时转角的计算公式为：
    δ＝(1-k)Δδ 1+k·Δδ 2；
    其中，δ为跟随点的实时转角，Δδ 1为第一控制转角，Δδ 2为第二控制转角，k为与车速和侧偏角相关的系数。
  9. 一种多铰接式车辆的轨迹跟随控制系统，其特征在于，包括计算机设备；所述计算机设备被配置或编程为用于执行权利要求1～8之一所述方法的步骤。
  10. 一种多铰接式车辆，其特征在于：包括权利要求9所述的多铰接式车辆的轨迹跟随控制系统。
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