A gantry virtual rail train and its steering and tracking control method

Abstract

The present invention relates to a gantry-type virtual rail train and a steering and tracking control method therefor. The gantry-type virtual rail train includes an end car body module ECM, an intermediate car body module ICM, a gantry-type workshop connection module GCM, a power suspension module PSM, a non-power suspension module NPSM, a hinge structure, and a locking mechanism. The steering and tracking control method includes: obtaining the movement speeds of the respective wheels of the virtual rail train, the wheel angle data of the respective suspensions of the train, the respective hinge angle data, the reference path curve radius data, and the positions of the respective suspensions on the line; numbering each suspension in sequence from the train head to the train tail; determining the driving states of the current train head and the train body; and obtaining the wheel angles of the corresponding suspensions. Compared with the prior art, the present invention has the advantages of high tracking accuracy, rapid response, strong scalability, and high matching of the tracking control with the vehicle architecture, etc.

Description

Technical Field

[0001] The present invention relates to the technical field of virtual rail trains, and in particular to a gantry virtual rail train and a steering and tracking control method thereof. Background Art

[0002] A virtual rail transit system is a road traffic system adopting the operation management mode of urban rail transit. The so-called "virtual track" is different from the physical track used in the traditional railway transportation system, but is a new type of "digital track" formed by adding a series of ground induction devices or beacons on the traditional urban road. The virtual rail train adopts a non-contact guiding technology and a rubber wheel running gear, uses the environment perception technology to identify and perceive the virtual track information and the train operation environment, uses the information fusion technology to realize the high-precision positioning of the vehicle, and realizes the self-guiding of the train through the tracking control technology. Therefore, the virtual rail train has the advantages of large transport capacity, high running stability of the traditional tram, strong adaptability of buses and BRTs, and low road construction cost.

[0003] Considering the characteristic that the virtual rail train has a longer formation than the traditional road public transport vehicle, effectively making each car body module of the vehicle follow the road becomes the core problem. Therefore, the multi-wheel steering control technology is one of the key technologies in the tracking control process of the virtual rail train. At present, there has been certain research on the path following control of virtual rail trains with various architectures. For example, Chinese Patent CN110244731A discloses an active tracking control method for a three-car formation virtual rail train, specifically: (1) The main controller of the virtual rail train reads the virtual track information through the cameras of the head car and the tail car, and judges whether the vehicle deviates from the track; (2) According to the offset of the vehicle relative to the track, calculate the steering angles of each axle wheel of the head car and the tail car required for the vehicle to track; (3) Determine the turning radius and the speed instant center of the head car and the tail car from the vehicle size parameters and the steering angles of each axle of the head car and the tail car, and calculate the speed instant center of the intermediate car; (4) Calculate the steering angles of each axle wheel of the intermediate car from the vehicle size parameters, the turning radii of the head car and the tail car, and the speed instant center of the intermediate car; (5) The tracking controller of the virtual rail train controls each steering motor according to the target steering angles of each axle wheel. Although the vehicle can track, the tracking accuracy is not high when using the above method to track at a turning, the running time of the tracking algorithm is long, and the reaction is relatively slow. Summary of the Invention

[0004] The purpose of the present invention is to overcome the defects existing in the above-mentioned prior art, and to provide a gantry virtual rail train and a steering and tracking control method thereof with high tracking accuracy, rapid reaction, strong scalability, and high matching degree between the tracking control and the vehicle architecture.

[0005] The purpose of the present invention can be realized by the following technical solutions:

[0006] A gantry virtual rail train, the gantry virtual rail train includes an end car body module ECM, an intermediate car body module ICM, a gantry workshop connection module GCM, a power suspension module PSM, a non-power suspension module NPSM, a hinge structure and a locking mechanism;

[0007] The end car body module ECM is connected to the intermediate car body module ICM through the car body connection module GCM;

[0008] The end car body module ECM is installed on the power suspension module PSM; the workshop connection module GCM is installed on the non-power suspension module NPSM;

[0009] The gantry workshop connection module GCM is installed on the non-power suspension module NPSM through a secondary suspension;

[0010] Both between the workshop connection module GCM and the end car body module ECM and between the workshop connection module GCM and the intermediate car body module ICM are connected through a hinge structure;

[0011] The locking mechanism is used to restrict the movement freedom between the workshop connection module GCM and the car body module in front of its movement direction, and is respectively arranged between the workshop connection module GCM and the end car body module ECM and between the workshop connection module GCM and the intermediate car body module ICM.

[0012] Preferably, wheel speed sensors are provided at the wheels of both the end car body module ECM and the intermediate car body module ICM; wheel rotation angle sensors are provided on both the power suspension module PSM and the non-power suspension module NPSM; a hinge angle sensor is provided at the hinge structure; the gantry virtual rail train is provided with a positioning module for positioning the vehicle.

[0013] A steering and tracking control method for the above gantry virtual rail train, the steering and tracking control method includes:

[0014] Step 1: Obtain the movement speeds of each wheel of the virtual rail train, the wheel rotation angle data of each suspension of the train, each hinge angle data, the reference path curve radius data, and the positions of each suspension on the line;

[0015] Step 2: Number each suspension in sequence from the train head to the train tail;

[0016] Step 3: Determine the driving states of the current train's head and body based on the data obtained in Step 1, including the head entering the turning state from a straight line, the head being in the turning state, the body entering the turning state from a straight line, the body being in the turning state, the head entering the straight line state from a turn, and the body entering the straight line state from a turn;

[0017] Step 4: Obtain the wheel angles of the corresponding suspensions based on the train driving states obtained in Step 3 to complete the steering control.

[0018] Preferably, the moving speeds of the wheels of the train are obtained by wheel speed sensors installed at the wheels;

[0019] The wheel angle data of each suspension of the train are measured by angle sensors;

[0020] The data of each articulation angle are measured by angle sensors installed at the articulations between carriages;

[0021] The data of the reference path curve radius are obtained by detection with the head car sensors or obtained by using the balises on the line;

[0022] The positions of each suspension on the line are obtained by the vehicle positioning module.

[0023] Preferably, when the head of the virtual rail train is in the state of entering the turning state from a straight line, that is, when the first suspension starts to enter the circular curve section from the straight section and the second suspension is still in the straight section, the calculation method of the wheel angle δ2 of the second suspension is:

[0024]

[0025] where L is the wheelbase of the virtual rail train; R1 and R2 are the instantaneous movement radii of the first suspension and the second suspension respectively, and the calculation methods of R1 and R2 are:

[0026]

[0027] where is the running time of the first suspension in the circular curve section; R is the radius of the circular curve; δ1 is the wheel angle of the first suspension; v1 is the moving speed of the first suspension.

[0028] Preferably, when the head of the virtual rail train is in the turning state, that is, when the first suspension and the second suspension are both in the circular curve section; the calculation method of the wheel angle δ2 of the second suspension is:

[0029] δ2 = δ1

[0030] where δ1 is the wheel angle of the first suspension.

[0031] Preferably, when the body of the virtual rail train enters a turning state from a straight line, that is, when the i-th suspension starts to enter the circular curve section from the straight section and the (i + 1)-th suspension is at the straight-curve transition, where i ≥ 2, the wheel rotation angle δ i+1 of the (i + 1)-th suspension is calculated as follows:

[0032]

[0033] where point A is the center point of the i-th suspension; point B is the center point of the (i + 1)-th suspension; point C is the hinge point between the i-th suspension and the (i + 1)-th suspension; point O is the instantaneous center of velocity of the movement of the center points of two adjacent suspensions;

[0034] The calculation methods for ∠ABC and ∠ABO are:

[0035]

[0036]

[0037]

[0038] where L s is the longitudinal installation distance between the hinge points at both ends of the GCM (inter-vehicle connection module), γ i-1 is the hinge angle between two adjacent car bodies; is the running time of the i-th suspension in the circular curve section; v i is the movement speed of the i-th suspension.

[0039] Preferably, when the body of the virtual rail train is in a turning state, that is, when the i-th suspension and the (i + 1)-th suspension are both in the circular curve section, where i ≥ 2, the calculation method for the wheel rotation angle of the (i + 1)-th suspension is:

[0040]

[0041]

[0042] where point A is the center point of the i-th suspension; point B is the center point of the (i + 1)-th suspension; point C is the hinge point between the i-th suspension and the (i + 1)-th suspension; point O is the instantaneous center of velocity of the movement of the center points of two adjacent suspensions.

[0043] Preferably, when the front of the virtual rail train enters a straight line from a turning state, that is, when the first suspension enters the straight section from the circular curve section and the second suspension is still in the circular curve section, the calculation method for the wheel rotation angle δ2 of the second suspension is:

[0044]

[0045]

[0046] Among them, is the running time of the second suspension in the circular curve section.

[0047] Preferably, when the body of the virtual rail train is in the state of turning into a straight line, that is, the i-th suspension starts to drive into the straight line section from the circular curve section, while the i+1-th suspension is still in the circular curve section, where i≥2, the wheel angle δ of the i+1-th suspension i+1 The calculation method is:

[0048]

[0049]

[0050] Among them, and are respectively the initial values of the wheel angles of the i+1-th suspension and the i-th suspension and the initial value of the adjacent car body hinge angle when the i-th suspension starts to drive out of the circular curve section and into the straight line section, The running time of the i+1-th suspension in the circular curve section, v i+1 is the movement speed of the i+1-th suspension.

[0051] Compared with the prior art, the present invention has the following beneficial effects:

[0052] 1. High tracking accuracy: The steering tracking control method in the present invention requires fewer vehicle state parameters and can be accurately measured. The algorithm can adjust the wheel angles of each axle according to the vehicle's own state and vehicle positioning information, so as to effectively follow the reference path of the virtual rail train, subdivide the situation when the vehicle turns, and each situation corresponds to a different calculation method, greatly improving the tracking accuracy when the vehicle turns.

[0053] 2. The algorithm has a short running time and quick response: The algorithm structure of the steering tracking control method in the present invention is relatively simple, and the running time required by the algorithm is also short, making the virtual rail train respond quickly and effectively improving the safety of the train.

[0054] 3. Strong scalability: The steering tracking control method in the present invention can expand and reduce the algorithm according to the different formation lengths of the train, and has high scalability.

[0055] 4. High matching degree of tracking control and vehicle structure: The gantry virtual rail train in the present invention adopts a modular formation form, which is convenient to realize different forms of formation coupling according to needs. The movement of each running part of the vehicle is decoupled, realizing a high matching degree of tracking control and vehicle structure. Brief Description of the Drawings

[0056] Figure 1Schematic diagram of the structure of the gantry virtual rail train in the present invention;

[0057] Figure 2 Simplified schematic diagram of the structure of the gantry virtual rail train in the present invention;

[0058] Figure 3 Schematic diagram when the train head is in the state of entering a turn from a straight line in the embodiment of the present invention;

[0059] Figure 4 Schematic diagram when the train head is in a turning state in the embodiment of the present invention;

[0060] Figure 5 Schematic diagram when the train body is in the state of entering a turn from a straight line in the embodiment of the present invention;

[0061] Figure 6 Schematic diagram when the train body is in a turning state in the embodiment of the present invention;

[0062] Figure 7 Schematic diagram when the train head is in the state of entering a straight line from a turn in the embodiment of the present invention;

[0063] Figure 8 Schematic diagram when the train body is in the state of entering a straight line from a turn in the embodiment of the present invention;

[0064] Figure 9 Schematic diagram of the train geometric tracking control strategy in the embodiment of the present invention.

[0065] As indicated by the reference numerals in the figure:

[0066] 1. End car body module ECM, 2. Intermediate car body module ICM, 3. Gantry workshop connection module GCM, 4. Power suspension module PSM, 5. Non-power suspension module NPSM, 6. Articulation structure, 7. Locking mechanism. Detailed implementation manners

[0067] Next, the technical solutions in the embodiments of the present invention will be clearly and completely described in conjunction with the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are some, but not all, of the embodiments of the present invention. All other embodiments obtained by those of ordinary skill in the art based on the embodiments of the present invention without creative efforts shall fall within the protection scope of the present invention.

[0068] A gantry virtual rail train, the structure of which is as shown in Figure 1 and Figure 2As shown, it includes an end car body module ECM1, an intermediate car body module ICM2, a gantry workshop connection module GCM3, a powered suspension module PSM4, a non-powered suspension module NPSM5, a hinge structure 6, and a locking mechanism 7. The end car body module ECM1 is connected to the intermediate car body module ICM2 through the gantry car body connection module GCM3. The end car body module ECM1 is installed on the powered suspension module PSM4, and the gantry workshop connection module GCM3 is installed on the non-powered suspension module NPSM5. The gantry workshop connection module GCM3 is installed on the non-powered suspension module NPSM5 through the secondary suspension. The workshop connection module GCM3 is connected to the end car body module ECM1 and the intermediate car body module ICM2 through the hinge structure 6 respectively. The locking mechanism 7 is used to restrict the degrees of freedom of movement between the workshop connection module GCM3 and the car body module in front of its movement direction, and is respectively arranged between the workshop connection module GCM3 and the end car body module ECM1 and between the workshop connection module GCM3 and the intermediate car body module ICM2.

[0069] Wheel rotation angle sensors and wheel speed sensors are provided on both the powered suspension module PSM4 and the non-powered suspension module NPSM5. An articulated angle sensor is provided at the hinge structure 6. The gantry virtual rail train is provided with a positioning module for positioning the vehicle.

[0070] This embodiment also relates to a steering and tracking control method for the above-mentioned gantry virtual rail train, including:

[0071] Step 1: Obtain the movement speeds of the wheels of the virtual rail train, the wheel rotation angle data of each suspension of the train, the data of each articulated angle, the reference path curve radius data, and the positions of each suspension on the line;

[0072] The movement speeds of the wheels are obtained through the wheel speed sensors installed at the wheels;

[0073] The wheel rotation angle data of each suspension are measured through the angle sensors;

[0074] The data of each articulated angle are measured through the angle sensors installed at the workshop hinges;

[0075] The reference path curve radius data are obtained through the detection of the head car sensors or obtained by using the balises on the line;

[0076] The positions of each suspension on the line are obtained through the vehicle positioning module;

[0077] Step 2: Number each suspension in sequence from the head of the train to the tail of the train;

[0078] Step 3: Determine the running states of the current train's head and body based on the data obtained in Step 1, including the head entering the turning state from a straight line, the head being in the turning state, the body entering the turning state from a straight line, the body being in the turning state, the head entering the straight line from the turning state, and the body entering the straight line from the turning state;

[0079] Step 4: Obtain the wheel angles of the corresponding suspension according to the train running states obtained in Step 3.

[0080] The following specifically describes the calculation methods of the wheel angles of the corresponding suspension under various running states:

[0081] (1) As Figure 3 shown, when the head of the virtual track train is in the state of entering the turning state from a straight line, that is, the first suspension starts to enter the circular curve section from the straight section and the second suspension is still in the straight section, the calculation method of the wheel angle δ2 of the second suspension is:

[0082]

[0083] where L is the wheelbase of the virtual track train; R1 and R2 are the instantaneous motion radii of the first suspension and the second suspension respectively;

[0084] R1 and R2 satisfy the following relationship:

[0085]

[0086]

[0087]

[0088] ∠ABO = π - ∠AOB - ∠BAO

[0089] The calculation methods of R1 and R2 are:

[0090]

[0091] where is the running time of the first suspension in the circular curve section; R is the radius of the circular curve; δ1 is the wheel angle of the first suspension; v1 is the motion speed of the first suspension.

[0092] (2) As Figure 4 shown, when the head of the virtual track train is in the turning state, that is, when the first suspension and the second suspension are both in the circular curve section; the calculation method of the wheel angle δ2 of the second suspension is:

[0093] δ2 = δ1

[0094] where δ1 is the wheel angle of the first suspension.

[0095] (3) As Figure 5 shown, when the body of the virtual rail train enters the turning state from a straight line, that is, when the i-th suspension starts to enter the circular curve section from the straight section and the (i + 1)-th suspension is at the straight curve, where i ≥ 2, the wheel rotation angle δ i+1 of the (i + 1)-th suspension is calculated as follows:

[0096]

[0097] Among them, point A is the center point of the i-th suspension; point B is the center point of the (i + 1)-th suspension; point C is the hinge point between the i-th suspension and the (i + 1)-th suspension; point O is the instantaneous center of velocity of the movement of the center points of two adjacent suspensions;

[0098] ∠ABC satisfies the following relationship:

[0099]

[0100]

[0101] The calculation methods of ∠ABC and ∠ABO are:

[0102]

[0103]

[0104]

[0105] Among them, L s is the longitudinal installation distance between the hinge points at both ends of the GCM of the vehicle connection module, γ i-1 is the hinge angle between two adjacent car bodies; is the running time of the i-th suspension in the circular curve section; v i is the movement speed of the i-th suspension.

[0106] (4) As Figure 6 shown, when the body of the virtual rail train is in the turning state, that is, when the i-th suspension and the (i + 1)-th suspension are both in the circular curve section at the same time, where i ≥ 2, the calculation method of the wheel rotation angle of the (i + 1)-th suspension is:

[0107]

[0108]

[0109] Among them, point A is the center point of the i-th suspension; point B is the center point of the (i + 1)-th suspension; point C is the hinge point between the i-th suspension and the (i + 1)-th suspension; point O is the instantaneous center of velocity of the movement of the center points of two adjacent suspensions.

[0110] (5) As Figure 7As shown, when the front of the virtual rail train is in the state of turning into a straight line, that is, when the first suspension enters the straight section from the circular curve section and the second suspension is still in the circular curve section, the calculation method of the wheel angle δ2 of the second suspension is as follows:

[0111]

[0112]

[0113] Wherein, is the running time of the second suspension in the circular curve section.

[0114] (6) As Figure 8 shown, when the body of the virtual rail train is in the state of turning into a straight line, that is, when the i-th suspension starts to enter the straight section from the circular curve section while the (i + 1)-th suspension is still in the circular curve section, where i ≥ 2, the wheel angle δ i+1 of the (i + 1)-th suspension is calculated as follows:

[0115]

[0116]

[0117] Wherein, and are respectively the initial values of the wheel angles of the (i + 1)-th suspension and the i-th suspension and the initial value of the adjacent car body hinge angle when the i-th suspension starts to drive out of the circular curve section and into the straight section, is the running time of the (i + 1)-th suspension in the circular curve section, and v i+1 is the movement speed of the (i + 1)-th suspension.

[0118] The gantry virtual rail train in this embodiment is provided with an automatic driving mode and a manual driving mode. As Figure 9 shown, the line information and the attitude information of ECM1 are automatically collected by the train. In the automatic driving mode, the wheel angle is automatically calculated by the algorithm, and then the axles of each following car are sequentially tracked and controlled; in the manual driving mode, the wheel angle is manually input by the driver, and then the axles of each following car are sequentially tracked and controlled.

[0119] The above is only the specific implementation manner of the present invention, but the protection scope of the present invention is not limited thereto. Any person skilled in the art within the technical scope disclosed by the present invention can easily think of various equivalent modifications or substitutions, and these modifications or substitutions should all be covered within the protection scope of the present invention. Therefore, the protection scope of the present invention should be subject to the protection scope of the claims.

Claims

1. A gantry virtual rail train, characterized in that, The described gantry virtual rail train includes an end car body module ECM(1), an intermediate car body module ICM(2), a gantry workshop connection module GCM(3), a power suspension module PSM(4), a non-power suspension module NPSM(5), a hinge structure(6) and a locking mechanism(7); The end car body module ECM(1) is connected to the intermediate car body module ICM(2) through the gantry workshop connection module GCM(3); The end car body module ECM(1) is installed on the power suspension module PSM(4); the gantry workshop connection module GCM(3) is installed on the non-power suspension module NPSM(5); The gantry workshop connection module GCM(3) is installed on the non-power suspension module NPSM(5) through secondary suspension; Both between the gantry workshop connection module GCM(3) and the end car body module ECM(1) and between the gantry workshop connection module GCM(3) and the intermediate car body module ICM(2) are connected through the hinge structure(6); The locking mechanism(7) is used to restrict the degrees of freedom of movement between the gantry workshop connection module GCM(3) and the car body module in front of its moving direction. The locking mechanism(7) is respectively arranged between the gantry workshop connection module GCM(3) and the end car body module ECM(1) and between the gantry workshop connection module GCM(3) and the intermediate car body module ICM(2).

2. The gantry virtual rail train according to claim 1, wherein, Wheel speed sensors are provided at the wheels of both the end car body module ECM(1) and the intermediate car body module ICM(2); wheel steering angle sensors are provided on both the power suspension module PSM(4) and the non-power suspension module NPSM(5); a hinge wheel steering angle sensor is provided at the hinge structure(6); the gantry virtual rail train is provided with a positioning module for positioning the vehicle.

3. A steering and tracking control method for the gantry virtual rail train as described in claim 1, characterized in that, The described steering and tracking control method includes: Step 1: Obtain the movement speeds of each wheel of the gantry virtual rail train, the wheel steering angle data of each suspension of the train, each hinge angle data, the reference path curve radius data, and the positions of each suspension on the line; Step 2: Number each suspension in sequence from the train head to the train tail; Step 3: Judge the driving states of the current train head and the car body according to the data obtained in Step 1, including the train head entering the turning state from a straight line, the train head being in the turning state, the car body entering the turning state from a straight line, the car body being in the turning state, the train head entering the straight line state from a turn, and the car body entering the straight line state from a turn; Step 4: Obtain the wheel steering angles of the corresponding suspensions according to the train driving states obtained in Step 3 to complete the steering control.

4. The steering and tracking control method according to claim 3, characterized in that The movement speeds of each wheel of the train are obtained through the wheel speed sensors installed at the wheels; The wheel steering angle data of each suspension of the train are measured through the wheel steering angle sensors; Each hinge angle data are measured through the wheel steering angle sensors installed at the workshop hinges; The reference path curve radius data are obtained through detection by the head car sensors or obtained by using the balises on the line; The positions of the respective suspensions on the line are obtained through the vehicle positioning module.

5. The steering and tracking control method according to claim 3, characterized in that, When the front of the gantry virtual rail train is in the state of entering a turn from a straight line, that is, when the first suspension starts to enter the circular curve section from the straight section and the second suspension is still in the straight section, the calculation method of the wheel angle δ2 of the second suspension is: Where, L is the wheelbase of the gantry virtual rail train; R1 and R2 are the instantaneous motion radii of the first suspension and the second suspension respectively, and the calculation methods of R1 and R2 are: Among them, is the running time of the first suspension in the circular curve section; R is the radius of the circular curve; δ1 is the wheel rotation angle of the first suspension; v1 is the movement speed of the first suspension.

6. The steering and tracking control method according to claim 3, characterized in that When the front of the gantry virtual rail train is in the turning state, that is, when the first suspension and the second suspension are both in the circular curve section; the calculation method of the wheel angle δ2 of the second suspension is: δ2 = δ1 Where, δ1 is the wheel angle of the first suspension.

7. The steering and tracking control method according to claim 5, wherein When the body of the gantry virtual rail train enters a turning state from a straight line, that is, when the i-th suspension starts to enter the circular curve section from the straight section and the (i + 1)-th suspension is at the straight curve, where i ≥ 2, the wheel rotation angle δ i+1 of the (i + 1)-th suspension is calculated as follows: Where, point A is the center point of the i-th suspension; point B is the center point of the (i + 1)-th suspension; point C is the hinge point between the i-th suspension and the (i + 1)-th suspension; point O is the instantaneous center of velocity of the movement of the center points of two adjacent suspensions; The calculation methods of ∠ABC and ∠ABO are: Among them, L s is the longitudinal installation distance between the hinge points at both ends of the gantry workshop connection module GCM, and γ i-1 is the hinge angle between two adjacent car bodies; is the running time of the i-th suspension in the circular curve section; v i is the movement speed of the i-th suspension.

8. The steering and tracking control method according to claim 5, wherein When the body of the gantry virtual rail train is in a turning state, that is, when the i-th suspension and the (i + 1)-th suspension are both in the circular curve section at the same time, where i ≥ 2, the wheel angle δ i+1 of the (i + 1)-th suspension is calculated as follows: Wherein, point A is the center point of the i-th suspension; point B is the center point of the (i + 1)-th suspension; point C is the hinge point between the i-th suspension and the (i + 1)-th suspension; point O is the instantaneous center of velocity of the movement of the center points of two adjacent suspensions, and δ i is the wheel rotation angle of the i-th suspension.

9. The steering and tracking control method according to claim 5, characterized in that When the front of the gantry virtual rail train is in the state of entering a straight line from a turn, that is, when the first suspension enters the straight section from the circular curve section and the second suspension is still within the circular curve section, the calculation method of the wheel angle δ2 of the second suspension is: Among them, is the running time of the second suspension in the circular curve section, and v2 is the moving speed of the second suspension.

10. The steering and tracking control method according to claim 5, wherein When the body of the gantry virtual rail train is in the state of turning into a straight line, that is, the i-th suspension starts to drive into the straight section from the circular curve section, while the i+1-th suspension is still in the circular curve section, where i≥2, the wheel rotation angle δ i+1 is calculated as follows: wherein, and are respectively the initial values of the wheel rotation angles of the (i + 1)-th suspension and the i-th suspension, and the initial value of the adjacent car body hinge angle when the i-th suspension starts to drive out of the circular curve section and into the straight line section, is the running time of the (i + 1)-th suspension in the circular curve section, and v i+1 is the movement speed of the (i + 1)-th suspension.

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