Full-axle steering control method and device for virtual track train of floating car structure

Abstract

The present application relates to train steering control technical field, provide a kind of full axle steering control method and device of virtual track train of floating car structure, the each axle of train is divided into multiple steering geometric regions, all steering geometric regions in the head car and tail car of train are each divided into a group, in each group steering geometric region, all steering geometric regions are weakly coupled processing, so that the speed direction of articulated two car hinges is always along the vehicle center axis direction of head and tail car, reduce the excess transverse motion of car hinge, ensure the stability of intermediate car, reduce the wear of car hinge;Track following control is carried out to train, and the first wheel in each steering geometric region in each group steering geometric region is adjusted steering;The steering angle of the first wheel in each steering geometric region is obtained, and the corresponding steering angle of the second wheel is calculated;The steering angle of the second wheel is controlled to be equal to the corresponding steering angle, complete the full axle control of vehicle, meet the consideration of train track following precision and running posture.

Description

Technical Field

[0001] This invention relates to the field of train steering control technology, and in particular to a method and device for all-axle steering control of a virtual track train with a floating car structure. Background Technology

[0002] Multi-car virtual rail trains are a new type of urban public transport vehicle. Their key feature is that they do not require physical tracks; they can operate simply by pre-setting a virtual route. This ensures high capacity while reducing investment in infrastructure construction. Virtual rail trains use image recognition, lidar positioning, and magnetic nail sensing to collect route information and then control the vehicles to travel along the line. Due to the longer length of the multi-car configuration, all-axle steering is required to reduce the turning radius. All-axle steering control needs to consider vehicle tracking accuracy and turning posture. Achieving high tracking accuracy and coordinated overall vehicle posture requires sophisticated control methods.

[0003] In existing tracking control methods, all axles of the train are coupled together so that all wheels have the same instantaneous center of velocity. Although this method achieves a single-curve optimal solution kinematically, it is not applicable when traversing consecutive curves with opposite directions. Furthermore, this control method is not suitable for virtual rail vehicles with multi-unit floating car structures. A virtual rail vehicle with a floating car structure is a multi-unit virtual rail vehicle in which the first and last cars are traction cars with running wheels, and the middle cars are floating cars without running wheels. Virtual rail vehicles have strict requirements for tracking accuracy. This type of tracking control method ignores the tracking control of the rear axle, which makes the rear axle unable to meet the requirements for tracking control accuracy. In addition, the stability of the middle cars is poor, and long-term operation causes greater wear on the car hinges. Summary of the Invention

[0004] This invention provides a method and apparatus for all-axle steering control of a virtual track train with a floating car structure. It addresses the shortcomings of existing tracking control methods that neglect the tracking control of the rear axle, resulting in the rear axle of the train failing to meet the requirements for tracking control accuracy. Furthermore, the stability of the intermediate car is poor, and long-term operation causes significant wear on the car hinges. This invention improves the running stability of the intermediate car, enhances the accuracy of the car tracking control and the curve-passing effect, and reduces the wear of the car hinges.

[0005] This invention provides an all-axle steering control method for a virtual track train with a floating car structure, comprising:

[0006] S1. Tracking control is performed on the train, and the steering of the first wheel in each group of steering geometry regions is adjusted. Each steering geometry region is divided by one or more axles of the train. All steering geometry regions in the head car of the train are in one group, and all steering geometry regions in the tail car are in another group. The weak coupling processing method is used for all steering geometry regions in each group of steering geometry regions.

[0007] S2. Obtain the steering angle of the first wheel in each steering geometry region, and calculate the corresponding steering angle of the second wheel opposite to the first wheel based on the steering angle of the first wheel.

[0008] S3. While adjusting the steering of the second wheel, obtain the steering angle of the second wheel. Stop the adjustment when the steering angle of the second wheel is equal to the corresponding steering angle, and proceed to step S1.

[0009] The present invention provides a method for all-axle steering control of a floating car structure virtual track train, wherein the weak coupling processing of all steering geometry regions in each group of steering geometry regions specifically includes:

[0010] For each set of steering geometry regions, the corresponding vertical line on the hinge side is determined as the steering center line for all steering geometry regions.

[0011] According to the present invention, a method for all-axle steering control of a floating car structure virtual rail train is provided, wherein for each group of steering geometry regions, the corresponding hinge side perpendicular line is determined as the steering center line of all steering geometry regions, specifically including:

[0012] For a set of steering geometry regions in the lead car of the train, the vertical line of the hinge side of the lead car of the train is determined as the steering center line of each steering geometry region.

[0013] For a set of steering geometry regions in the last car of the train, the vertical line of the hinge side of the last car of the train is determined as the steering center line of each steering geometry region.

[0014] According to the present invention, a method for all-axle steering control of a floating structure virtual rail train is provided, wherein each steering geometry region is divided by one or more axles of the train, specifically including:

[0015] Based on the intervals between the axles of the train, axles whose intervals with all adjacent axles are greater than a preset distance are divided into independent steering geometry regions, and two adjacent axles whose intervals are less than or equal to a preset distance are divided into one steering geometry region.

[0016] According to the present invention, a method for all-axle steering control of a floating car structure virtual rail train is provided, wherein the head car and the tail car of the train each include two steering geometry regions.

[0017] According to the present invention, a method for all-axle steering control of a floating car structure virtual rail train is provided, which calculates the corresponding steering angle of the second wheel opposite to the first wheel based on the steering angle of the first wheel, specifically including:

[0018] Based on the Ackermann steering principle, there is an inherent correspondence between the steering angles of each wheel in the same steering geometry region. The corresponding steering angle of the second wheel is calculated based on the steering angle of the first wheel and the correspondence between the wheel angles.

[0019] The present invention provides a method for all-axle steering control of a floating car structure virtual rail train, which calculates the corresponding steering angle of the second wheel based on the correspondence between the steering angle of the first wheel and the wheel rotation angle, specifically including:

[0020]

[0021]

[0022] Wherein, α is the steering angle of the first wheel in the first steering geometry region of the head car or tail car of the train, β is the steering angle of the second wheel in the first steering geometry region, and γ is the steering angle of the first wheel in the second steering geometry region of the head car or tail car of the train. L1 is the steering angle of the second wheel in the second steering geometry region; L2 is the wheelbase of the head car or tail car of the train; L2 is the distance between the axle near the hinge and the hinge; and d is the wheel track.

[0023] According to the present invention, a method for all-axle steering control of a floating structure virtual track train includes tracking control of the train and steering adjustment of the first wheel in each steering geometry region, specifically comprising:

[0024] (1) Monitor whether there is any deviation in the tracking points;

[0025] (2) If there is a deviation in the tracking point, control the first wheel of the steering geometry area corresponding to the tracking point in each group of steering geometry areas to turn in the opposite direction, and then proceed to step (1);

[0026] If there is no deviation in the tracking point, keep the turning angle of the first wheel in each turning geometry region of each group of turning geometry regions unchanged, and then proceed to step (1).

[0027] According to the present invention, the method for all-axle steering control of a floating car structure virtual rail train is provided, wherein the steering angles of the first wheel and the second wheel are obtained by means of proportional-integral-derivative control.

[0028] The present invention also provides an all-axle steering control device for a floating car structure virtual rail train, for executing any of the above-described all-axle steering control methods for a floating car structure virtual rail train, the device comprising a control module and a processing module;

[0029] The processing module is used to obtain the steering angle of the first wheel in each steering geometry region, and calculate the corresponding steering angle of the second wheel opposite to the first wheel based on the steering angle of the first wheel.

[0030] The control module is used to perform tracking control on the train, adjust the steering of the first wheel in each group of steering geometry regions, and simultaneously adjust the steering of the second wheel while acquiring the steering angle of the second wheel. The adjustment stops when the steering angle of the second wheel is equal to the corresponding steering angle. Each steering geometry region is divided by one or more axles of the train. All steering geometry regions in the head car of the train are grouped together, and all steering geometry regions in the tail car are grouped together. The steering geometry regions in each group of steering geometry regions are processed using a weak coupling method.

[0031] The present invention provides a method and apparatus for all-axle steering control of a virtual track train with a floating car structure. Each axle of the train is divided into multiple steering geometric regions. All steering geometric regions in the head car and the tail car are grouped together. Within each group, all steering geometric regions are weakly coupled, ensuring that the velocity direction of the two articulated hinges always follows the centerline of the head and tail cars. This reduces unnecessary lateral movement of the hinges, ensures the stability of the middle car, and reduces hinge wear. During operation, the train is tracked, and the steering of the first wheel in each steering geometric region within each group is adjusted. The steering angle of the first wheel in each steering geometric region is obtained, and based on the steering angle of the first wheel, the corresponding steering angle of the second wheel opposite to the first wheel is calculated. While controlling the steering of the second wheel, the steering angle of the second wheel is obtained, ensuring that the steering angle of the second wheel is equal to the corresponding steering angle, thus completing all-axle control of the vehicle and simultaneously satisfying both train tracking accuracy and running posture. Attached Figure Description

[0032] To more clearly illustrate the technical solutions in this invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this invention. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0033] Figure 1 This is a flowchart illustrating the all-axle steering control method for the virtual rail train with a floating structure provided by the present invention.

[0034] Figure 2 This is a schematic diagram of the steering geometry region division in an embodiment of the present invention;

[0035] Figure 3 This is a schematic diagram showing the relationship between the wheel rotation angles of each axle in an embodiment of the present invention;

[0036] Figure 4 This is a flowchart illustrating the train tracking control method in an embodiment of the present invention;

[0037] Figure 5 This is a schematic diagram of the all-axle steering control device for the floating car structure virtual rail train provided by the present invention;

[0038] Figure label:

[0039] 51. Control module; 52. Processing module. Detailed Implementation

[0040] To make the objectives, technical solutions, and advantages of this invention clearer, the technical solutions of this invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of this invention. All other embodiments obtained by those skilled in the art based on the embodiments of this invention without creative effort are within the scope of protection of this invention.

[0041] The following is combined with Figures 1 to 4 The present invention describes an all-axle steering control method for a floating car structure virtual rail train.

[0042] like Figure 1 As shown, this invention provides an all-axle steering control method for a virtual track train with a floating car structure, comprising the following steps:

[0043] S1. Track control of the train is performed, and the steering of the first wheel in each steering geometry region of each group of steering geometry regions is adjusted.

[0044] S2. Obtain the steering angle of the first wheel in each steering geometry region, and calculate the corresponding steering angle of the second wheel opposite to the first wheel based on the steering angle of the first wheel.

[0045] S3. While adjusting the steering of the second wheel, obtain the steering angle of the second wheel. Stop the adjustment when the steering angle of the second wheel is equal to the corresponding steering angle, and proceed to step S1.

[0046] It should be understood that during train operation, steps S1 to S3 will be repeatedly executed to control the steering angle of each wheel. The division and grouping of each steering geometry region, and the coupling of all steering geometry regions in each group, can be completed before the train's first run.

[0047] The train's axles are divided into multiple steering geometry regions. Each steering geometry region is derived from one or more axles of the train. Specifically, based on the intervals between the train's axles, axles whose intervals with all adjacent axles are greater than a preset distance are divided into independent steering geometry regions, while two adjacent axles whose intervals are less than or equal to a preset distance are divided into one steering geometry region.

[0048] Specifically, according to the Ackermann steering principle, each Ackermann steering geometry has a unique steering center (instantaneous center of velocity) line. That is, regardless of the size of the wheel steering angle, the point where the axles of all wheels intersect must lie on this straight line. Therefore, there is an inherent correspondence between the steering angles of each wheel within the same steering geometry region. Moreover, a steering geometry region can only guarantee tracking control for a certain point near the region. The more steering geometry regions there are, the more tracking control points the vehicle has, and the more precise the tracking control becomes. Each steering geometry region is independent of the others and can satisfy the coordination of the axles within the region, but the coordination between regions is poor. The fewer steering geometry regions there are, the better the overall vehicle attitude. Therefore, control precision and overall vehicle coordination are contradictory. It is necessary to take into account both tracking and attitude and to rationally divide the steering geometry regions.

[0049] The division of steering geometry regions can be done manually based on actual train operation or based on experience. Similarly, the setting of preset distances can be done manually based on actual train operation or based on experience. Specifically, for multiple axles with a spacing less than or equal to a preset distance, a single tracking control point can simultaneously meet the tracking accuracy requirements of these axles, therefore they can be grouped into the same steering geometry region and share a single tracking control point. If the spacing between an axle and other axles is greater than the preset distance, and a single tracking control point cannot simultaneously meet the tracking accuracy requirements of that axle and other axles, then that axle is divided into a separate steering geometry region. For example, with... Figure 2Taking a four-axle floating car structure virtual rail train as an example, the middle car is a floating car without wheels, and the entire train has only four axles, with two axles each for the head and tail cars. Because the axles are far apart, the coupling cannot meet the tracking accuracy requirements of each axle (i.e., a single tracking control point cannot simultaneously meet the tracking accuracy requirements of each axle). Therefore, based on actual train operation experience, the four axles are divided into four steering geometric regions. Alternatively, assuming the head and tail cars of the floating car structure virtual rail train each have three axles, and two of the axles in the head and tail cars are close together, then the two closest axles can be divided into one steering geometric region, sharing one tracking control point, while the other axle is divided into a separate steering geometric region. This process can be repeated for floating car structure virtual rail trains with different numbers of axles.

[0050] Each steering geometry region can use the tracking deviation at a tracking point as a reference to control the steering angle of the left and right wheels on the same axle. This conforms to the local curved planar motion law and provides strong control over tracking deviation. However, the steering geometry regions are independent of each other. Although the tracking control in this state takes into account the coordination of the wheels on each axle and the tracking control accuracy in the same region, it cannot take into account the attitude of the entire vehicle. Therefore, weak coupling processing is required for multiple steering geometry regions.

[0051] All steering geometry regions in the lead car and tail car of the train are grouped together. In the virtual track train with a floating car structure, since the intermediate car is a floating car without running wheels, it is necessary to control the wheel steering angles of the lead and tail cars to ensure that the lead and tail cars meet the tracking control accuracy requirements. All steering geometry regions in the lead car and tail car are grouped together to allow for subsequent weak coupling processing of the steering geometry regions in the lead and tail cars respectively.

[0052] Within each set of steering geometry regions, all steering geometry regions are weakly coupled. Specifically, for each set of steering geometry regions, the corresponding hinge side perpendicular line is determined as the steering centerline of all steering geometry regions. For a set of steering geometry regions in the lead car of the train, the hinge side perpendicular line of the lead car is determined as the steering centerline of each steering geometry region within that set of steering geometry regions. For a set of steering geometry regions in the tail car of the train, the hinge side perpendicular line of the tail car is determined as the steering centerline of each steering geometry region within that set of steering geometry regions. Specifically, as... Figure 2 As shown, in a preferred embodiment of this application, the head car and tail car of the train may each include two steering geometry regions (i.e., Figure 2 The two axles of the head car, Figure 2 The lead car can be the first car body on the left, and the tail car can be the first car body on the right. This means that the two steering geometry regions of the lead car are weakly coupled, while the two steering geometry regions of the tail car (i.e.,...) are... Figure 2 The two axles of the middle and rear vehicles are weakly coupled, so that the point O1 where the axles of the two wheels on the front axle of the lead vehicle intersects is located on the lateral vertical line of the lead vehicle's hinge J1, and the point O2 where the axles of the two wheels on the rear axle of the lead vehicle intersects is also located on the lateral vertical line of the lead vehicle's hinge J1 (i.e., the lateral vertical line of the lead vehicle's hinge is selected as the steering center line). Similarly, the point O3 where the axles of the two wheels on the front axle of the rear vehicle intersects is located on the lateral vertical line of the rear vehicle's hinge J2, and the point O4 where the axles of the two wheels on the rear axle of the rear vehicle intersects is also located on the lateral vertical line of the rear vehicle's hinge J2 (i.e., the lateral vertical line of the rear vehicle's hinge is selected as the steering center line). This ensures that the velocity direction of the two hinges is always along the centerline of the lead and rear vehicles, thereby reducing unnecessary lateral movement of the hinges, ensuring the stability of the middle vehicle, and reducing wear on the hinges. It should be understood that... Figure 2 The axles of the two wheels on the front axle of the middle car and the two wheels on the front axle of the rear car are actually straight lines. To avoid making the image too long, Figure 2 The text uses a broken line representation.

[0053] The following is a detailed description of each step in the all-axle steering control method for a floating car structure virtual track train:

[0054] S1. Track control is performed on the train, and the steering of the first wheel in each steering geometry region within each group of steering geometry regions is adjusted.

[0055] It should be understood that the first wheel refers to all wheels on the same side of all axles within a steering geometry. When a steering geometry contains only one axle, steering adjustment of the first wheel in that steering geometry means adjusting the wheels on one side of one axle within that steering geometry; when a steering geometry contains multiple axles, steering adjustment of the first wheel in that steering geometry means adjusting all wheels on the same side of all axles within that steering geometry.

[0056] like Figure 4 As shown, step S1 specifically includes the following steps:

[0057] (1) Monitor whether there is any deviation in the tracking point.

[0058] Virtual track trains can collect track information using methods such as image recognition, lidar positioning, and magnetic nail sensing, and then control the vehicle to travel along the track. During operation, sensors monitor whether there is any deviation between the tracking point and the train.

[0059] (2) If there is a deviation in the tracking point, control the first wheel of the steering geometry area corresponding to the tracking point in each group of steering geometry areas to reverse the steering direction, and then proceed to step (1); Figure 3 Taking the four-axle floating car structure virtual track train as an example, assuming that the first turning geometry of the lead car is detected (i.e. Figure 3 If the tracking point corresponding to the first axis on the right is biased to the right, it means that the steering angle of the first wheel in the first steering geometry region of the lead car is biased to the left. It is necessary to control the first wheel in the first steering geometry region of the lead car to turn to the right (reverse steering) so that the lead car deflects to the right and reduces the deviation of the tracking point.

[0060] If there is no deviation in the tracking point, maintain the turning angle of the first wheel in each steering geometry region within each group of steering geometry regions, and then proceed to step (1), that is, to achieve closed-loop control of continued monitoring and correction.

[0061] S2. Obtain the steering angle of the first wheel within each steering geometry region, and calculate the corresponding steering angle of the second wheel opposite to the first wheel based on the steering angle of the first wheel.

[0062] In a feasible embodiment of the present invention, in this step, the wheel angles within each steering geometry region can be obtained using proportional-integral-derivative (PID) control. PID control is a method that uses a given value and the actual output value to form a control deviation, and then linearly combines the deviation proportionally, integrally, and derivatively to form a control quantity to control the controlled object. After obtaining the angle of the first wheel within a certain steering geometry region, the angle of the second wheel corresponding to the first wheel within that steering geometry region can be derived based on the Ackermann steering principle and the steering geometry.

[0063] by Figure 3 For example, by adjusting the steering angle of the right wheel (first wheel) in the first steering area (i.e., the first axle) of the lead vehicle using the above-mentioned tracking control, so that the wheel turns to the right and the angle between the wheel and the vehicle's central axis is α, the angle β between the other wheel (second wheel) on the same axle and the vehicle's central axis can be calculated using the following formula:

[0064]

[0065] By adjusting the steering angle of the right wheel (first wheel) in the second steering area (i.e., the second axle) of the lead vehicle using the aforementioned tracking control, the wheel turns to the right, and the angle between the wheel and the vehicle's centerline is γ. The angle between the other wheel (second wheel) on the same axle and the vehicle's centerline can then be calculated using the following formula. :

[0066]

[0067] In the two formulas above, α represents the steering angle of the first wheel in the first steering geometry region of the train's head or tail car; β represents the steering angle of the second wheel in the first steering geometry region; and γ represents the steering angle of the first wheel in the second steering geometry region of the train's head or tail car. L1 is the steering angle of the second wheel in the second steering geometry region; L2 is the wheelbase of the lead or tail car of the train; L3 is the distance between the axle closest to the hinge and the hinge; and d is the wheel track. In the above two formulas, L1, L2, and d are all known quantities that have been measured before the train runs.

[0068] S3. While adjusting the steering of the second wheel, obtain the steering angle of the second wheel. Stop the adjustment when the steering angle of the second wheel is equal to the corresponding steering angle, and proceed to step S1.

[0069] It should be understood that during the process of adjusting the steering angle of the first wheel through step S1, the steering of the second wheel needs to be adjusted in real time according to the corresponding steering angle calculated in real time, rather than adjusting the steering of the second wheel only after the first wheel has been fully adjusted.

[0070] When the steering angle of the second wheel is inconsistent with the corresponding steering angle, the second wheel is turned in the same direction as the first wheel according to the steering direction of the first wheel. At the same time, the steering angle of the second wheel is obtained through PID control. When the steering angle of the second wheel is equal to the corresponding steering angle, the turning of the second wheel is stopped.

[0071] When the steering angle of the second wheel is consistent with the corresponding steering angle, the second wheel is not deflected, and the steering angle of the second wheel remains unchanged.

[0072] The aforementioned all-axle steering control method for a floating car structure virtual track train divides each axle of the train into multiple steering geometric regions. All steering geometric regions in the head car and tail car are grouped together. Within each group, weak coupling is applied to all steering geometric regions, ensuring that the velocity direction of the two articulated hinges always follows the centerline of the head and tail cars. This reduces unnecessary lateral movement of the hinges, ensures the stability of the intermediate cars, and reduces hinge wear. During operation, the train is tracked, and the steering of the first wheel in each steering geometric region within each group is adjusted. The steering angle of the first wheel in each steering geometric region is obtained, and based on this angle, the corresponding steering angle of the second wheel is calculated. While controlling the second wheel's steering, the steering angle of the second wheel is also obtained, ensuring that the second wheel's steering angle equals the corresponding steering angle. This completes all-axle control of the vehicle, simultaneously satisfying both tracking accuracy and running posture requirements. By implementing this method, each steering geometry region of the train retains its independence. The corresponding number of tracking points can be selected as needed to control its lateral deviation. The entire axle control of the vehicle can be completed by simply outputting the number of steering angles corresponding to the steering geometry region.

[0073] Based on the same inventive concept, the present invention also provides an all-axle steering control device for a floating car structure virtual track train. The all-axle steering control device for a floating car structure virtual track train provided by the present invention will be described below. The all-axle steering control device for a floating car structure virtual track train described below can be referred to in correspondence with the all-axle steering control method for a floating car structure virtual track train described above.

[0074] like Figure 5 As shown, the present invention provides an all-axle steering control device for a floating structure virtual rail train, used to execute the above-mentioned all-axle steering control method for the floating structure virtual rail train. The device includes: a control module 51 and a processing module 52.

[0075] The processing module 52 is used to calculate the steering angle of the first wheel in each steering geometry region, and to calculate the corresponding steering angle of the second wheel opposite to the first wheel based on the steering angle of the first wheel.

[0076] The control module 51 is used to perform tracking control on the train, adjust the steering of the first wheel in each group of steering geometry regions, and also adjust the steering of the second wheel while obtaining the steering angle of the second wheel. The adjustment stops when the steering angle of the second wheel is equal to the corresponding steering angle. Each steering geometry region is divided by one or more axles of the train. All steering geometry regions in the head car of the train are in one group, and all steering geometry regions in the tail car are in another group. The steering geometry regions in each group of steering geometry regions are processed in a weak coupling manner.

[0077] The device embodiments described above are merely illustrative. The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the modules can be selected to achieve the purpose of this embodiment according to actual needs. Those skilled in the art can understand and implement this without any creative effort.

[0078] Through the above description of the embodiments, those skilled in the art can clearly understand that each embodiment can be implemented by means of software plus necessary general-purpose hardware platforms, and of course, it can also be implemented by hardware. Based on this understanding, the above technical solutions, in essence or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product can be stored in a computer-readable storage medium, such as ROM / RAM, magnetic disk, optical disk, etc., and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute the methods described in the various embodiments or some parts of the embodiments.

[0079] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, and not to limit them; although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. A method for all-axle steering control of a virtual track train with a floating car structure, characterized in that, include: S1. Track control of the train is performed, and the steering of the first wheel in the steering geometry region of each group of steering geometry regions is adjusted. Each steering geometry region is divided by one or more axles of the train. All steering geometry regions in the head car of the train are grouped together, and all steering geometry regions in the tail car are grouped together. The steering geometry regions in each group are weakly coupled. The point where the two wheel axes on the front axle of the head car intersect is located on the lateral vertical line of the head car hinge. The point where the two wheel axes on the rear axle of the head car intersect is also located on the lateral vertical line of the head car hinge. The point where the two wheel axes on the front axle of the tail car intersect is located on the lateral vertical line of the tail car hinge. The point where the two wheel axes on the rear axle of the tail car intersect is also located on the lateral vertical line of the tail car hinge. S2. Obtain the steering angle of the first wheel in each steering geometry region, and calculate the corresponding steering angle of the second wheel opposite to the first wheel based on the steering angle of the first wheel. S3. While adjusting the steering of the second wheel, obtain the steering angle of the second wheel. Stop the adjustment when the steering angle of the second wheel is equal to the corresponding steering angle, and proceed to step S1. The weak coupling handling method for all steering geometry regions in each group of steering geometry regions specifically includes: For each set of steering geometry regions, the corresponding vertical line on the hinge side is determined as the steering center line for all steering geometry regions.

2. The all-axle steering control method for a virtual track train with a floating car structure according to claim 1, characterized in that, For each set of steering geometry regions, the corresponding vertical line on the hinge side is determined as the steering centerline for all steering geometry regions, specifically including: For a set of steering geometry regions in the lead car of the train, the vertical line of the hinge side of the lead car of the train is determined as the steering center line of each steering geometry region. For a set of steering geometry regions in the last car of the train, the vertical line of the hinge side of the last car of the train is determined as the steering center line of each steering geometry region.

3. The all-axle steering control method for a virtual track train with a floating car structure according to claim 1, characterized in that, Each steering geometry region is defined by one or more axles of the train, specifically including: Based on the intervals between the axles of the train, axles whose intervals with all adjacent axles are greater than a preset distance are divided into independent steering geometry regions, and two adjacent axles whose intervals are less than or equal to a preset distance are divided into one steering geometry region.

4. The all-axle steering control method for a virtual track train with a floating car structure according to claim 1, characterized in that, The train's head car and tail car each include two steering geometry regions.

5. The all-axle steering control method for a floating car structure virtual track train according to claim 4, characterized in that, Based on the steering angle of the first wheel, the corresponding steering angle of the second wheel opposite to the first wheel is calculated, specifically including: Based on the Ackermann steering principle, there is an inherent correspondence between the steering angles of each wheel in the same steering geometry region. The corresponding steering angle of the second wheel is calculated based on the steering angle of the first wheel and the correspondence between the wheel angles.

6. The all-axle steering control method for a virtual track train with a floating car structure according to claim 5, characterized in that, The corresponding steering angle of the second wheel is calculated based on the relationship between the steering angle of the first wheel and the wheel rotation angle, specifically including: ， ， in, The steering angle of the first wheel in the first steering geometry region of the head car or tail car of the train. The steering angle of the second wheel in the first steering geometry region; The steering angle of the first wheel in the second steering geometry region of the head or tail car of the train. The steering angle of the second wheel in the second steering geometry region; This refers to the wheelbase of the head or tail car of the train. The distance between the axle closest to the hinge and the hinge. This refers to the wheel track.

7. The all-axle steering control method for a virtual track train with a floating car structure according to claim 1, characterized in that, Tracking control is performed on the train, and steering adjustment is performed on the first wheel of the steering geometry region within each steering geometry region, specifically including: (1) Monitor whether there is any deviation in the tracking points; (2) If there is a deviation in the tracking point, control the first wheel of the steering geometry area corresponding to the tracking point in each group of steering geometry areas to turn in the opposite direction, and then proceed to step (1). If there is no deviation in the tracking point, keep the turning angle of the first wheel in each turning geometry region of each group of turning geometry regions unchanged, and then proceed to step (1).

8. The all-axle steering control method for a virtual track train with a floating car structure according to claim 1, characterized in that, The steering angles of the first wheel and the second wheel are both obtained using a proportional-integral-derivative (PID) control method.

9. A full-axle steering control device for a floating-car structure virtual rail train, used to execute the full-axle steering control method for the floating-car structure virtual rail train according to any one of claims 1-8, characterized in that, Includes a control module and a processing module; The processing module is used to obtain the steering angle of the first wheel in each steering geometry region, and calculate the corresponding steering angle of the second wheel opposite to the first wheel based on the steering angle of the first wheel. The control module is used for tracking control of the train, adjusting the steering of the first wheel in each steering geometry region, and simultaneously adjusting the steering of the second wheel to obtain the steering angle of the second wheel. Adjustment stops when the steering angle of the second wheel equals the corresponding steering angle. Each steering geometry region is divided by one or more axles of the train. All steering geometry regions in the head car are grouped together, and all steering geometry regions in the tail car are grouped together. A weak coupling processing method is used for all steering geometry regions in each group. The point where the axes of the two wheels on the front axle of the head car intersect is located on the lateral vertical line of the head car's hinge. The point where the axes of the two wheels on the rear axle of the head car intersect is also located on the lateral vertical line of the head car's hinge. Similarly, the point where the axes of the two wheels on the front axle of the tail car intersect is located on the lateral vertical line of the tail car's hinge. The weak coupling processing method for all steering geometry regions in each group of steering geometry regions specifically includes: for each group of steering geometry regions, the corresponding hinge side vertical line is determined as the steering center line of all steering geometry regions.

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