Bus queue cooperative control method and system based on spring-damping mechanism connection

Abstract

The invention discloses a bus queue cooperative control method and system based on spring-damping mechanism connection, and relates to the technical field of vehicle formation configuration, communication and control, and the method comprises the steps: building a transverse dynamic model through an overall model of a bus queue system configuration connected by a spring-damping mechanism; calculating the historical trajectory curvature of the front vehicle and the current trajectory curvature of the rear vehicle based on the transverse dynamics model, and designing the feedforward input and the feedback input of the rear vehicle; and designing a controller of the following vehicle of the two bus queues by using the feedforward input and the feedback input of the rear vehicle, and realizing cooperative control of the two bus queues based on spring-damping mechanism connection. The two buses of the same system are connected through the spring-damping mechanism, the flexibility and cost performance of connection of the two buses are increased compared with hinged buses while the traffic flow is increased, the communication reliability of the bus queue can be improved compared with a wireless communication bus queue, and the drivability of the bus queue of the two buses can be effectively improved.

Description

Technical Field

[0001] The present invention relates to the field of vehicle formation configuration, communication and control technology, and in particular to a bus queue collaborative control method and system based on a spring-damper mechanism connection. Background Art

[0002] Public transportation demand on urban roads is generally concentrated in certain periods of the day. In order to maximize the passenger demand and transform the urban public transportation system into a profitable business, the dispatching and management of buses must be able to be adjusted flexibly. There are two main ways to achieve this goal: (1) adjust the dispatching intervals of various bus routes; (2) increase the passenger capacity of each bus dispatch. The former is the most common and intuitive solution. However, increasing the number of bus trips and dispatching frequency during the morning and evening peak hours in the city will only aggravate traffic congestion and worsen traffic capacity.

[0003] The latter solution is to introduce articulated or double-decker buses to improve the dispatching cost-effectiveness of the public transportation system. However, although these two vehicle configurations have the advantage of high traffic flow, their disadvantages are also obvious: (1) high maintenance and repair costs; (2) due to their unique configuration, they are not suitable for all operating routes, so their application range is not wide; (3) because the driving behavior of articulated buses is different from that of ordinary buses, drivers need to receive additional training. In addition, double-decker buses require longer dwelling time, which is one of the reasons why these two types of vehicles cannot be more widely introduced into public transportation. Based on the above considerations, the present invention introduces a new two-vehicle bus queue system, which can avoid the disadvantages of the above two solutions, while improving traffic flow, enhancing the dispatching flexibility and cost-effectiveness of the public transportation system. Summary of the invention

[0004] In view of the above existing problems, the present invention is proposed.

[0005] Therefore, the present invention provides a bus queue cooperative control method and system based on spring-damper mechanism connection to solve the problems of low bus traffic flow and insufficient scheduling flexibility.

[0006] In order to solve the above technical problems, the present invention provides the following technical solutions:

[0007] In a first aspect, the present invention provides a method for coordinated control of a bus queue connected by a spring-damper mechanism, comprising: constructing a lateral dynamics model through an overall model of a bus queue system configuration connected by a spring-damper mechanism; calculating a historical trajectory curvature of a leading vehicle and a current trajectory curvature of a trailing vehicle based on the lateral dynamics model, and designing a feedforward input and a feedback input of the trailing vehicle through the historical trajectory curvature of the leading vehicle and the current trajectory curvature of the trailing vehicle; and designing a controller of a following vehicle of a two-vehicle bus queue using the feedforward input and feedback input of the trailing vehicle, thereby realizing coordinated control of a two-vehicle bus queue connected by a spring-damper mechanism.

[0008] As a preferred solution of the bus queue coordinated control method based on spring-damper mechanism connection of the present invention, the overall model of the bus queue system configuration connected by the spring-damper mechanism includes:

[0009] A middle hinge point of the rear end of the front bus and a middle hinge point of the front end of the rear bus are connected by a spring-damper mechanism, wherein the two buses are of the same model, the spring-damper mechanism is similar to the automobile suspension system, and a cable for communication between the two buses is arranged on the spring-damper mechanism.

[0010] As a preferred solution of the bus queue cooperative control method based on spring-damper mechanism connection of the present invention, the construction of the lateral dynamics model includes:

[0011] The lateral dynamics model is constructed based on the overall model of the bus queue system configuration connected by a spring-damper mechanism and is expressed as:

[0012]

[0013] Among them, m represents the vehicle body mass, a y1 , V x1 , β1 and γ1 represent the lateral acceleration, longitudinal speed, sideslip angle and yaw rate of the front vehicle respectively, F y1,f ,F y1,r Respectively represent the lateral forces on the front and rear wheels of the front vehicle, F l represents the force on the connecting mechanism, θ1 and θ2 represent the angles between the central connecting mechanism and the longitudinal axes of the front and rear vehicles, respectively, and a y2 , V x2 , β2 and γ2 represent the lateral acceleration, longitudinal speed, sideslip angle and yaw rate of the rear vehicle, respectively. y2,f ,F y2,r They represent the lateral forces on the front and rear wheels of the rear vehicle, I represents the moment of inertia around the vertical axis, and l f , l r Respectively represent the distance between the center of mass and the front axle and the rear axle, L f , L rRespectively represent the distance between the center of mass and the front and rear of the vehicle.

[0014] As a preferred solution of the bus queue cooperative control method based on spring-damper mechanism connection described in the present invention, the calculation of the historical trajectory curvature of the leading vehicle and the current trajectory curvature of the trailing vehicle is:

[0015]

[0016] Among them, c i It represents the trajectory curvature. When i=1, it is the historical trajectory curvature of the preceding vehicle. When i=2, it is the current trajectory curvature of the following vehicle.

[0017] As a preferred solution of the bus queue cooperative control method based on spring-damper mechanism connection of the present invention, the design of the feedforward input and feedback input of the following vehicle includes:

[0018] The calculation of the feedforward input of the following vehicle is:

[0019]

[0020] Among them, δ 2,FF (t) represents the feedforward steering angle control value of the following vehicle at the current moment, δ1(tt d ) indicates t d The steering angle of the preceding vehicle before time t d represents the expected time for the two vehicles to pass the same point on the path, k represents the stiffness of the central connection mechanism, c1 and c2 represent the historical trajectory curvature of the front vehicle and the trajectory curvature of the rear vehicle respectively, and L nom Indicates the static length of the central connecting mechanism;

[0021] Based on the geometric relationship between the current position of the rear vehicle and the position of the front vehicle at the historical time, the relative position vector of the front and rear vehicles at the same trajectory point is defined. for:

[0022]

[0023] Where L represents the dynamic length of the central connecting mechanism;

[0024] According to the relative position vector of the front and rear vehicles at the same track point The lateral position error e of the rear vehicle is obtained by using coordinate transformation technology Y , expressed as:

[0025]

[0026] Where T represents the coordinate transformation matrix, represents the change in the yaw angle of the rear vehicle, ΔX and ΔY represent the horizontal and vertical distances between the rear vehicle position at the current moment and the rear vehicle position at the historical moment in the rear vehicle coordinate system, respectively;

[0027] Based on the rear vehicle lateral position error e Y Obtain the feedback input of the following vehicle, the feedback input of the following vehicle is calculated as:

[0028]

[0029] Among them, δ 2,FB (t) represents the feedback steering angle control value of the following vehicle at the current moment, k p ,k d represent the proportional and differential coefficients respectively.

[0030] As a preferred solution of the bus queue cooperative control method based on spring-damper mechanism connection of the present invention, the design of the controller of the following vehicle in the two-vehicle bus queue includes:

[0031] The comprehensive control quantity of the following vehicle is obtained by using the feedforward input and feedback input of the following vehicle, which is expressed as:

[0032] δ2(t)=δ 2,FF (t)+δ 2,FB (t)

[0033] Among them, δ2(t) represents the comprehensive control quantity of the following vehicle.

[0034] As a preferred solution of the bus queue cooperative control method based on spring-damper mechanism connection described in the present invention, wherein: the connection mechanism is subjected to force F l The calculation is:

[0035]

[0036] Where k and c represent the stiffness and damping of the central connection mechanism, respectively, and L nom , L and Δl represent the static length, dynamic length and deformation of the central connecting mechanism respectively.

[0037] In a second aspect, the present invention provides a bus queue cooperative control system based on a spring-damper mechanism connection, comprising:

[0038] A model building unit, for building a lateral dynamics model through an overall model of a bus queue system configuration connected by a spring-damper mechanism;

[0039] An analysis and design unit, used for calculating the historical trajectory curvature of the leading vehicle and the current trajectory curvature of the trailing vehicle based on the lateral dynamics model, and designing the feedforward input and feedback input of the trailing vehicle through the historical trajectory curvature of the leading vehicle and the current trajectory curvature of the trailing vehicle;

[0040] The cooperative control unit is used to design a controller of a following vehicle of a two-vehicle bus queue by utilizing the feedforward input and feedback input of the following vehicle, so as to realize the cooperative control of the two-vehicle bus queue connected based on a spring-damper mechanism.

[0041] In a third aspect, the present invention provides a computing device, comprising:

[0042] Memory and processor;

[0043] The memory is used to store computer-executable instructions, and the processor is used to execute the computer-executable instructions. When the computer-executable instructions are executed by the processor, the steps of the method are implemented.

[0044] In a fourth aspect, the present invention provides a computer-readable storage medium storing computer-executable instructions, which implement the steps of the method when executed by a processor.

[0045] Compared with the prior art, the beneficial effects of the present invention are as follows: the present invention provides a bus queue cooperative control method and system based on spring-damper mechanism connection, which adopts a spring-damper mechanism to connect two buses of the same standard, thereby improving the traffic flow and increasing the flexibility and cost-effectiveness of the connection between the two vehicles compared with articulated vehicles, and improving the communication reliability compared with wireless communication vehicle queues; and the cooperative control method designed by the present invention can effectively improve the drivability of the two-vehicle bus queue, and bus drivers can operate it without additional training. BRIEF DESCRIPTION OF THE DRAWINGS

[0046] In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the accompanying drawings required for use in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other accompanying drawings can be obtained based on these accompanying drawings without paying creative work.

[0047] Figure 1 This is an overall flow chart of a method and system for coordinated control of a bus queue based on a spring-damper mechanism connection according to an embodiment of the present invention;

[0048] Figure 2 A schematic diagram of the overall configuration of a two-vehicle bus queue system of a bus queue cooperative control method and system based on spring-damper mechanism connection according to an embodiment of the present invention;

[0049] Figure 3 A schematic diagram of the error between the position of the rear vehicle at the current moment and the position of the front vehicle at the historical moment of the bus queue cooperative control method and system based on the spring-damper mechanism connection according to an embodiment of the present invention;

[0050] Figure 4 This is a curve diagram of simulation results of a bus queue cooperative control method and system based on spring-damper mechanism connection according to an embodiment of the present invention. DETAILED DESCRIPTION

[0051] In order to make the above-mentioned purposes, features and advantages of the present invention more obvious and easy to understand, the specific implementation methods of the present invention are described in detail below in conjunction with the drawings of the specification. Obviously, the described embodiments are part of the embodiments of the present invention, but not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary persons in the art without creative work should fall within the scope of protection of the present invention.

[0052] Example 1

[0053] Reference Figure 1 to Figure 3 As one embodiment of the present invention, a bus queue cooperative control method and system based on spring-damping mechanism connection are provided, including a bus queue cooperative control method based on spring-damping mechanism connection and a bus queue cooperative control system based on spring-damping mechanism connection, which are used to solve the problems of low bus traffic flow and insufficient scheduling flexibility. Among them, the bus queue cooperative control method based on spring-damping mechanism connection is as follows Figure 1 The specific steps shown include:

[0054] S100: Constructing the lateral dynamics model through the overall model of the bus queue system configuration connected by spring-damper mechanism;

[0055] In the embodiment of the present application, the overall model of the bus queue system configuration connected by the spring-damper mechanism includes connecting the middle hinge point of the rear end of the front bus and the middle hinge point of the front end of the rear bus through a spring-damper mechanism, wherein the two buses are of the same standard, the spring-damper mechanism is similar to the automobile suspension system, and a cable for communication between the two buses is arranged on the spring-damper mechanism;

[0056] Furthermore, the overall model schematic diagram of the overall configuration of the two-vehicle bus queue system connected by a spring-damper mechanism is shown in Figure 2 As shown, it includes a front bus and a middle hinge point of the front bus rear, a rear bus and a middle hinge point of the rear bus front, a spring-damping mechanism, and a cable attached to the spring-damping mechanism for communication between the two vehicles.

[0057] It should be noted that the spring-damper mechanism is a mechanical structure composed of a spring and a damper. As a unique mechanical element, the spring stores and releases energy through elastic deformation. The function of the damper is to control the vibration of the spring by dissipating internal kinetic energy and absorbing external energy, thereby reducing the amplitude and period of vibration. The working principle of the spring-damper mechanism is: when the system is subjected to external excitation, the spring first undergoes elastic deformation, absorbs and stores part of the energy, and at the same time the damper starts to work, dissipating the remaining vibration energy through its internal damping mechanism. In this way, the spring and damper work together to enable the system to quickly return to a stable state and reduce the impact of vibration on the system. In automobile suspension, the spring-damper mechanism provides the vehicle with a smooth driving experience and a good road feel.

[0058] It should be noted that the middle hinge point refers to the soft connection part in the middle of the bus, which is usually called the hinge plate; the front and rear compartments of the articulated bus are connected by this hinge plate, so that the two compartments can rotate relative to each other, so that the vehicle can be more flexible when turning; this hinge plate is usually made of metal, but some bus manufacturers also use other materials, such as carbon fiber. However, since the driving behavior of an articulated bus is different from that of an ordinary bus, the driver needs to receive additional training. Therefore, the method provided in this embodiment is based on the premise of an articulated bus, and connects the middle hinge point of the rear of the front bus and the middle hinge point of the front of the rear bus through a spring-damper mechanism, so that the spring and the damper work together to enable the system to quickly return to a stable state and reduce the impact of vibration on the system.

[0059] It should be explained that Figure 2 The meaning of each parameter is: F y2,f ,F y2,r Respectively represent the lateral forces on the front and rear wheels of the rear vehicle, V y2 , V x2 , β2 and γ2 represent the lateral speed, longitudinal speed, sideslip angle and yaw rate of the rear vehicle respectively, F y1,f ,F y1,r Respectively represent the lateral forces on the front and rear wheels of the front vehicle, V y1 , V x1 , β1 and γ1 represent the lateral speed, longitudinal speed, sideslip angle and yaw rate of the front vehicle, θ1 and θ2 represent the angles between the central connecting mechanism and the longitudinal axes of the front and rear vehicles, respectively. l represents the force on the connecting mechanism, L represents the dynamic length of the central connecting mechanism, k and c represent the stiffness and damping of the central connecting mechanism respectively, l f , l r Respectively represent the distance between the center of mass and the front axle and the rear axle, L f , L r Respectively represent the distance between the center of mass and the front and rear of the vehicle.

[0060] In the embodiment of the present application, a lateral dynamics model is constructed according to the overall model of the bus queue system configuration connected by a spring-damper mechanism, which is expressed as:

[0061]

[0062] Among them, m represents the vehicle body mass, a y1 , V x1 , β1 and γ1 represent the lateral acceleration, longitudinal speed, sideslip angle and yaw rate of the front vehicle respectively, F y1,f ,F y1,r Respectively represent the lateral forces on the front and rear wheels of the front vehicle, F l represents the force on the connecting mechanism, θ1 and θ2 represent the angles between the central connecting mechanism and the longitudinal axes of the front and rear vehicles, respectively, and a y2 , V x2 , β2 and γ2 represent the lateral acceleration, longitudinal speed, sideslip angle and yaw rate of the rear vehicle, respectively. y2,f ,F y2,r They represent the lateral forces on the front and rear wheels of the rear vehicle, I represents the moment of inertia around the vertical axis, and l f , l r Respectively represent the distance between the center of mass and the front axle and the rear axle, L f , L r Respectively represent the distance between the center of mass and the front and rear of the vehicle;

[0063] Furthermore, the connecting mechanism is subjected to force F l The calculation is:

[0064]

[0065] Where k and c represent the stiffness and damping of the central connection mechanism, respectively, and L nom , L and Δl represent the static length, dynamic length and deformation of the central connecting mechanism respectively.

[0066] S200: Calculate the historical trajectory curvature of the leading vehicle and the current trajectory curvature of the trailing vehicle based on the lateral dynamics model, and design the feedforward input and feedback input of the trailing vehicle according to the historical trajectory curvature of the leading vehicle and the current trajectory curvature of the trailing vehicle;

[0067] In the embodiment of the present application, the historical trajectory curvature of the leading vehicle and the current trajectory curvature of the trailing vehicle are calculated based on the lateral dynamics model, which is expressed as:

[0068]

[0069] Among them, c i represents the trajectory curvature. When i=1, it is the historical trajectory curvature of the preceding vehicle; when i=2, it is the current trajectory curvature of the following vehicle.

[0070] In the embodiment of the present application, the design of the feedforward input and feedback input of the following vehicle includes:

[0071] The calculation of the feedforward input of the following vehicle is:

[0072]

[0073] Among them, δ 2,FF (t) represents the feedforward steering angle control value of the following vehicle at the current moment, δ1(tt d ) indicates t d The steering angle of the preceding vehicle before time t d represents the expected time for the two vehicles to pass the same point on the path, k represents the stiffness of the central connection mechanism, c1 and c2 represent the historical trajectory curvature of the front vehicle and the trajectory curvature of the rear vehicle respectively, and L nom Indicates the static length of the central connecting mechanism;

[0074] Furthermore, based on Figure 3 The geometric relationship between the current position of the rear vehicle and the position of the front vehicle at the historical moment is shown, and the relative position vector of the front and rear vehicles at the same trajectory point is defined. for:

[0075]

[0076] Where L represents the dynamic length of the central connecting mechanism;

[0077] It should be explained that Figure 3 The meanings of the parameters are as follows: ΔX, ΔY represent the horizontal and vertical distances between the current position of the rear vehicle in the rear vehicle coordinate system and the historical position of the rear vehicle, respectively. represents the yaw angle change of the rear vehicle, e Y It is expressed as the lateral position error of the rear vehicle, Represents the relative position vector of the front and rear vehicles at the same trajectory point.

[0078] Furthermore, according to the relative position vector of the front and rear vehicles at the same trajectory point The lateral position error e of the rear vehicle is obtained by using coordinate transformation technology Y , expressed as:

[0079]

[0080] Where T represents the coordinate transformation matrix, represents the change in the yaw angle of the rear vehicle, ΔX and ΔY represent the horizontal and vertical distances between the rear vehicle position at the current moment and the rear vehicle position at the historical moment in the rear vehicle coordinate system, respectively;

[0081] Furthermore, the calculation of the feedback input of the following vehicle includes:

[0082]

[0083] Among them, δ 2,FB (t) represents the feedback steering angle control value of the following vehicle at the current moment, k p ,k d represent the proportional and differential coefficients respectively.

[0084] S300: Design the controller of the following vehicle of the two-vehicle bus platoon using the feedforward input and feedback input of the following vehicle, and realize the coordinated control of the two-vehicle bus platoon connected by a spring-damper mechanism;

[0085] In the embodiment of the present application, the comprehensive control amount of the following vehicle is obtained by using the feedforward input and feedback input of the following vehicle, which is expressed as:

[0086] δ2(t)=δ 2,FF (t)+δ 2,FB (t)

[0087] Among them, δ2(t) represents the comprehensive control quantity of the following vehicle.

[0088] As can be seen from the above, the present invention provides a bus queue cooperative control method and system based on spring-damper mechanism connection. The spring-damper mechanism is used to connect two buses of the same standard. While improving the traffic flow, the flexibility and cost-effectiveness of the connection between the two vehicles are increased compared to articulated vehicles. Compared with wireless communication vehicle queues, the communication reliability can be improved; and the cooperative control method designed by the present invention can effectively improve the drivability of the two-vehicle bus queue, and bus drivers can operate it without additional training.

[0089] The above is a schematic scheme of the bus queue cooperative control method based on the spring-damping mechanism connection of this embodiment. It should be noted that the technical scheme of the bus queue cooperative control system based on the spring-damping mechanism connection and the technical scheme of the bus queue cooperative control method based on the spring-damping mechanism connection belong to the same concept. The details of the technical scheme of the bus queue cooperative control system based on the spring-damping mechanism connection in this embodiment that are not described in detail can all be referred to the description of the technical scheme of the bus queue cooperative control method based on the spring-damping mechanism connection.

[0090] This embodiment also provides a bus queue collaborative control system based on spring-damper mechanism connection, which specifically includes a model building unit, an analysis and design unit, and a collaborative control unit;

[0091] Specifically, the model building unit is used to build a lateral dynamics model through an overall model of a bus queue system configuration connected by a spring-damper mechanism;

[0092] Specifically, the analysis and design unit is used to calculate the historical trajectory curvature of the leading vehicle and the current trajectory curvature of the trailing vehicle based on the lateral dynamics model, and to design the feedforward input and feedback input of the trailing vehicle through the historical trajectory curvature of the leading vehicle and the current trajectory curvature of the trailing vehicle;

[0093] Specifically, the cooperative control unit is used to design a controller of a following vehicle of a two-vehicle bus queue using a feedforward input and a feedback input of a following vehicle, thereby realizing cooperative control of the two-vehicle bus queue connected by a spring-damper mechanism.

[0094] The above-mentioned unit modules may be embedded in or independent of a processor in a computer device in the form of hardware, or may be stored in a memory in a computer device in the form of software, so that the processor can call and execute operations corresponding to the above-mentioned modules.

[0095] This embodiment also provides a computing device, which includes a processor, a memory, a communication interface, a display screen and an input device connected through a system bus. Among them, the processor of the computer device is used to provide computing and control capabilities. The memory of the computer device includes a non-volatile storage medium and an internal memory. The non-volatile storage medium stores an operating system and a computer program. The internal memory provides an environment for the operation of the operating system and the computer program in the non-volatile storage medium. The communication interface of the computer device is used to communicate with an external terminal in a wired or wireless manner, and the wireless manner can be achieved through WIFI, an operator network, NFC (near field communication) or other technologies. When the computer program is executed by the processor, a bus queue collaborative control method based on a spring-damping mechanism connection is implemented. The display screen of the computer device can be a liquid crystal display screen or an electronic ink display screen, and the input device of the computer device can be a touch layer covered on the display screen, or a key, trackball or touchpad set on the computer device housing, or an external keyboard, touchpad or mouse.

[0096] This embodiment also provides a storage medium on which a computer program is stored. When the program is executed by a processor, the method proposed in the above embodiment is implemented.

[0097] The storage medium proposed in this embodiment and the method proposed in the above embodiment belong to the same inventive concept. The technical details not fully described in this embodiment can be referred to the above embodiment, and this embodiment has the same beneficial effects as the above embodiment.

[0098] Through the above description of the implementation methods, the technicians in the relevant field can clearly understand that the present invention can be implemented by means of software and necessary general hardware, and of course can also be implemented by hardware, but in many cases the former is a better implementation method. Based on such an understanding, the technical solution of the present invention is essentially or the part that contributes to the prior art can be embodied in the form of a software product, and the computer software product can be stored in a computer-readable storage medium, such as a computer floppy disk, read-only memory (ReadOnly, Memory, ROM), random access memory (RandomAccess Memory, RAM), flash memory (FLASH), hard disk or optical disk, etc., including a number of instructions for a computer device (which can be a personal computer, server, or network device, etc.) to perform the methods of various embodiments of the present invention.

[0099] Example 2

[0100] Reference Figure 4 Based on the previous embodiment, this embodiment provides an application example of a bus queue collaborative control method and system based on a spring-damper mechanism connection, in order to verify and illustrate the technical effects adopted in this method.

[0101] In order to verify the effectiveness of the bus queue collaborative control method and system configuration based on the spring-damper mechanism connection proposed in this embodiment, a sharp turn operation condition was set up for simulation experiments using the Matlab / Simulink and TruckSim joint simulation platform. The speed of the front vehicle was maintained at 50km / h, and a control method for an articulated vehicle was selected for comparison. The structural difference between the control method for an articulated vehicle and the control method and system configuration proposed in the present invention is that the middle connecting shaft of the articulated vehicle is welded to the rear vehicle, that is, there is no relative motion between the middle connecting device and the rear vehicle. In the simulation experiment, the front vehicle input of the two systems is set to be the same, that is, the front vehicle trajectory of the two systems is the same. The specific simulation result diagram is shown in FIG. Figure 4 As shown. Figure 4 In the figure, “front vehicle - articulated” and “front vehicle - platoon” correspond to the front vehicle trajectory of the articulated vehicle and platoon system, respectively, and “rear vehicle - articulated” and “rear vehicle - platoon” correspond to the rear vehicle trajectory of the articulated vehicle and platoon system, respectively.

[0102] Depend on Figure 4It can be seen that compared with articulated vehicles, the following error of the rear vehicle in the queue is smaller, and its trajectory is closer to the front vehicle. Therefore, it can be seen from the above that the two-vehicle bus queue system configuration and its control method proposed in the present invention are feasible and have advantages over traditional articulated vehicles. In addition, the present invention uses a spring-damper mechanism to connect two buses of the same standard. While improving the traffic flow, it increases the flexibility and cost-effectiveness of the connection between the two vehicles compared to articulated vehicles, and can improve its communication reliability compared to wireless communication vehicle queues; and the collaborative control method designed in the present invention can effectively improve the drivability of the two-vehicle bus queue, and bus drivers can operate it without additional training.

[0103] It should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention rather than to limit it. Although the present invention has been described in detail with reference to the preferred embodiments, those skilled in the art should understand that the technical solutions of the present invention may be modified or replaced by equivalents without departing from the spirit and scope of the technical solutions of the present invention, which should all be included in the scope of the claims of the present invention.

[0104] Those skilled in the art will appreciate that the embodiments of the present application can be provided as methods, systems, or computer program products. Therefore, the present application can adopt the form of complete hardware embodiments, complete software embodiments, or embodiments in combination with software and hardware. Moreover, the present application can adopt the form of a computer program product implemented on one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) that contain computer-usable program code. The scheme in the embodiments of the present application can be implemented in various computer languages, for example, object-oriented programming language Java and literal scripting language JavaScript, etc.

[0105] The present application is described with reference to the flowcharts and / or block diagrams of the methods, devices (systems), and computer program products according to the embodiments of the present application. It should be understood that each process and / or box in the flowchart and / or block diagram, as well as the combination of the processes and / or boxes in the flowchart and / or block diagram, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, a special-purpose computer, an embedded processor, or other programmable data processing device to generate a machine, so that the instructions executed by the processor of the computer or other programmable data processing device generate instructions for implementing the processes in the flowchart and / or block diagram. Figure 1 A process or multiple processes and / or boxes Figure 1 A device that provides the functions specified in a block or multiple blocks.

[0106] These computer program instructions may also be stored in a computer-readable memory capable of directing a computer or other programmable data processing device to operate in a specific manner, so that the instructions stored in the computer-readable memory produce an article of manufacture comprising an instruction device, which implements the process Figure 1 A process or multiple processes and / or boxes Figure 1 A function specified in one or more boxes.

[0107] These computer program instructions can also be loaded onto a computer or other programmable data processing device so that a series of operating steps are executed on the computer or other programmable device to produce a computer-implemented process, thereby providing instructions for implementing the process. Figure 1 A process or multiple processes and / or boxes Figure 1 The steps for the functions specified in one or more boxes.

[0108] Although the preferred embodiments of the present application have been described, those skilled in the art may make other changes and modifications to these embodiments once they have learned the basic creative concept. Therefore, the appended claims are intended to be interpreted as including the preferred embodiments and all changes and modifications falling within the scope of the present application.

[0109] Obviously, those skilled in the art can make various changes and modifications to the present application without departing from the spirit and scope of the present application. Thus, if these modifications and variations of the present application fall within the scope of the claims of the present application and their equivalents, the present application is also intended to include these modifications and variations.

Claims

1. A bus queue cooperative control method based on spring-damper mechanism connection, characterized in that: include: The lateral dynamics model is constructed through the overall model of the bus queue system configuration connected by a spring-damper mechanism; Calculating the historical trajectory curvature of the leading vehicle and the current trajectory curvature of the trailing vehicle based on the lateral dynamics model, and designing the feedforward input and feedback input of the trailing vehicle by using the historical trajectory curvature of the leading vehicle and the current trajectory curvature of the trailing vehicle; The controller of the following vehicle of the two-vehicle bus queue is designed by utilizing the feedforward input and feedback input of the following vehicle, so as to realize the coordinated control of the two-vehicle bus queue connected based on the spring-damper mechanism.

2. The bus queue cooperative control method based on spring-damper mechanism connection according to claim 1, characterized in that: The overall model of the bus queue system configuration connected by the spring-damper mechanism includes: A middle hinge point of the rear end of the front bus and a middle hinge point of the front end of the rear bus are connected by a spring-damping mechanism, wherein the two buses are of the same model, and a cable for communication between the two buses is arranged on the spring-damping mechanism.

3. The bus queue cooperative control method based on spring-damper mechanism connection according to claim 2, characterized in that: The constructing of the lateral dynamics model comprises: The lateral dynamics model is constructed based on the overall model of the bus queue system configuration connected by a spring-damper mechanism and is expressed as: Among them, m represents the vehicle body mass, a y1 , V x1 , β1 and γ1 represent the lateral acceleration, longitudinal speed, sideslip angle and yaw rate of the front vehicle respectively, F y1,f ,F y1,r Respectively represent the lateral forces on the front and rear wheels of the front vehicle, F l represents the force on the connecting mechanism, θ1 and θ2 represent the angles between the central connecting mechanism and the longitudinal axes of the front and rear vehicles, respectively, and a y2 , V x2 , β2 and γ2 represent the lateral acceleration, longitudinal speed, sideslip angle and yaw rate of the rear vehicle, respectively. y2,f ,F y2,r They represent the lateral forces on the front and rear wheels of the rear vehicle, I represents the moment of inertia around the vertical axis, and l f , l r Respectively represent the distance between the center of mass and the front axle and the rear axle, L f , L r Respectively represent the distance between the center of mass and the front and rear of the vehicle.

4. The bus queue cooperative control method based on spring-damper mechanism connection according to claim 3 is characterized in that: The calculation of the historical trajectory curvature of the preceding vehicle and the current trajectory curvature of the following vehicle is: Among them, c i It represents the trajectory curvature. When i=1, it is the historical trajectory curvature of the preceding vehicle. When i=2, it is the current trajectory curvature of the following vehicle.

5. The bus queue cooperative control method based on spring-damper mechanism connection according to claim 4 is characterized in that: The design of the feedforward input and feedback input of the following vehicle includes: The calculation of the feedforward input of the following vehicle is: Among them, δ 2,FF (t) represents the feedforward steering angle control value of the following vehicle at the current moment, δ1(tt d ) indicates t d The steering angle of the preceding vehicle before time t d represents the expected time for the two vehicles to pass the same point on the path, k represents the stiffness of the central connection mechanism, c1 and c2 represent the historical trajectory curvature of the front vehicle and the trajectory curvature of the rear vehicle respectively, and L nom Indicates the static length of the central connecting mechanism; Based on the geometric relationship between the current position of the rear vehicle and the position of the front vehicle at the historical time, the relative position vector of the front and rear vehicles at the same trajectory point is defined. for: Where L represents the dynamic length of the central connecting mechanism; According to the relative position vector of the front and rear vehicles at the same track point The lateral position error e of the rear vehicle is obtained by using coordinate transformation technology Y , expressed as: Where T represents the coordinate transformation matrix, represents the change in the yaw angle of the rear vehicle, ΔX and ΔY represent the horizontal and vertical distances between the rear vehicle position at the current moment and the rear vehicle position at the historical moment in the rear vehicle coordinate system, respectively; Based on the rear vehicle lateral position error e Y Obtain the feedback input of the following vehicle, the feedback input of the following vehicle is calculated as: Among them, δ 2,FB (t) represents the feedback steering angle control value of the following vehicle at the current moment, k p ,k d represent the proportional and differential coefficients respectively.

6. The bus queue cooperative control method based on spring-damper mechanism connection according to claim 5, characterized in that: The design of the controller of the following vehicle of the two-vehicle bus queue includes: The comprehensive control quantity of the following vehicle is obtained by using the feedforward input and feedback input of the following vehicle, which is expressed as: δ2(t)=δ 2,FF (t)+δ 2,FB (t) Among them, δ2(t) represents the comprehensive control quantity of the following vehicle.

7. The bus queue cooperative control method based on spring-damper mechanism connection according to claim 3 is characterized in that: The connecting mechanism is subjected to force F l The calculation is: Where k and c represent the stiffness and damping of the central connection mechanism, respectively, and L nom , L and Δl represent the static length, dynamic length and deformation of the central connecting mechanism respectively.

8. A system using the bus queue cooperative control method based on spring-damper mechanism connection as claimed in any one of claims 1 to 7, characterized in that: include: A model building unit, for building a lateral dynamics model through an overall model of a bus queue system configuration connected by a spring-damper mechanism; An analysis and design unit, used for calculating the historical trajectory curvature of the leading vehicle and the current trajectory curvature of the trailing vehicle based on the lateral dynamics model, and designing the feedforward input and feedback input of the trailing vehicle through the historical trajectory curvature of the leading vehicle and the current trajectory curvature of the trailing vehicle; The cooperative control unit is used to design a controller of a following vehicle of a two-vehicle bus queue by utilizing the feedforward input and feedback input of the following vehicle, so as to realize the cooperative control of the two-vehicle bus queue connected based on a spring-damper mechanism.

9. An electronic device, comprising: Memory and processor; The memory is used to store computer executable instructions, and the processor is used to execute the computer executable instructions. When the computer executable instructions are executed by the processor, the steps of the method according to any one of claims 1 to 7 are implemented.

10. A computer-readable storage medium having computer program instructions stored thereon, wherein the computer-executable instructions, when executed by a processor, implement the steps of the method according to any one of claims 1 to 7.

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