Steering error compensation device, method and equipment for multi-hinge and multi-axle vehicle and medium

Abstract

The invention relates to the field of multi-hinged vehicles, and provides a steering error compensation device, method and equipment for a multi-hinged and multi-axle vehicle and a medium, and the device comprises the steps that steering controllers are arranged on a vehicle head and a vehicle tail respectively; hinge assemblies are arranged between the vehicles. A steering execution assembly is connected to an axle of an axle of each vehicle through a longitudinal pull rod, and the steering execution assemblies are symmetrically arranged on the two sides in the vehicle. The steering angle of the vehicle is compensated through the steering inner wheel difference between the shafts of the vehicle, and the running posture of the whole vehicle is controlled. The road occupation risk of the vehicle is reduced, and the outline envelope width of vehicle driving is effectively reduced. The vehicle attitude control precision is improved, the connection relation between the vehicles is fully decoupled, the transverse stress of the wheels is smaller, the abrasion of the wheels is reduced, the tail amplification coefficient of the vehicle is reduced, and the riding comfort of passengers is improved. The flexibility of the vehicle can be improved, the vehicle can change directions and turn around conveniently, and the integration degree of the steering device is higher.

Description

Technical Field

[0001] The present invention relates to the field of multi-articulated vehicles, and in particular to a device, method, equipment and medium for compensating steering errors of multi-articulated and multi-axle vehicles. Background Art

[0002] Large-scale special transport equipment, such as certain large-tonnage cranes and large-axle-weight mining trucks, require multi-axle support for their chassis structures. Using multi-axle support vehicles requires reducing the sliding friction between the tires and the ground, while also improving the vehicle's handling flexibility. Therefore, all-wheel steering strategies came into being. The axes of all wheels intersect at one point, which can be manipulated in a small space and reduce tire wear.

[0003] Multi-articulated trains have developed rapidly in recent years. Their body length is relatively long. When facing lines with small curve radius, the vehicles need all-wheel steering technology to eliminate the "inner wheel difference". At the same time, there are clear requirements for the vehicle's tracking accuracy, minimize the offset between the rear axle and the path, reduce the vehicle's driving limit width, avoid the risk of scratches due to vehicles occupying the road, and increase the vehicle's flexibility.

[0004] The existing technology adds a chassis structure, which is an all-terrain eight-axle lifting special vehicle chassis structure. In order to eliminate tire wear and improve maneuverability, an ECU is arranged in the vehicle system to control the turning angle of the eight axles of the vehicle, and an angle sensor is arranged on the right wheel position of each axle to monitor and feedback the wheel angle. However, the turning angle between the front axle and the rear axle must be consistent, that is, the vehicle crab mode, but when the vehicle passes some small curves or turns, the crab mode cannot play its flexibility advantage.

[0005] In order to give full play to the flexibility of the vehicle, the front and rear axle turning angles of the vehicle need to be the same size and opposite in direction. However, the steering actuators of almost all vehicles are arranged along the diagonal of the vehicle. The vehicle cannot determine whether the direct action point of the steering power mechanism is the inner turning angle or the outer turning angle at this time, and therefore cannot achieve precise control of the vehicle's posture.

[0006] The existing technology can also continuously record and store the position information of the first axle through the steering controller. The number of recorded sampling points needs to be continuously increased as the speed increases. A yaw angle sensor is set on each vehicle, and the vehicle's turning angle is determined by comparing the calculated position of the second axle with the recorded position of the first axle. After calculating the calculated position of the third axle of the rear vehicle, the trajectory of the rear axle is continuously calculated, and finally the turning angle of the rear wheel is adjusted by comparing the expected trajectory with the trajectory of one axle. However, it is applicable to one-way driving and does not have the function of two-way driving, because the algorithm can only be applied to the chassis system composed of two axles of the leading vehicle, and the rear vehicle is composed of an articulated device and a single axle, so the rear vehicle does not have power and cannot achieve two-way driving. The algorithm only considers the accuracy of tracking and following each axle, but articulated vehicles are prone to vehicle folding problems when crossing a curve, which makes the hinge stress abnormal. To solve these problems, the wheel turning angle of the second vehicle is to first calculate the hinge point position, and then calculate the articulation angle of the vehicle based on the yaw angle of the two vehicles, and then calculate the position of the rear vehicle. The influence of the articulation angle of the rear vehicle on the wheelbase is not considered, and the calculation error will increase with the increase of the vehicle articulation angle. If the number of axles of the rear vehicle is greater than 1, it will cause multi-dimensional control competition and the robustness of vehicle control will deteriorate. If the algorithm is applied to electronically guided vehicles, there is traction at both ends of the vehicle, and the rear vehicle is multi-axle loaded, the complexity of the system will be significantly increased. Summary of the invention

[0007] Based on the above purpose, the present invention proposes a device for compensating steering errors of multi-articulated and multi-axle vehicles, comprising: a steering controller, an articulated assembly, a longitudinal tie rod, a steering actuator assembly and an axle bridge; Steering controllers are respectively arranged at the front and rear of the vehicle; An articulated assembly is provided between the vehicles; The axle bridge of each vehicle axle is connected to a steering actuator assembly via a longitudinal tie rod, and the steering actuator assembly is symmetrically arranged on both sides of the vehicle.

[0008] In some embodiments, the steering actuator is connected to the diagonal end of the axle bridge for transmitting steering torque.

[0009] In some embodiments, the steering actuator assembly includes a servo motor, a power steering pump, and a steering gear; The output end of the servo motor is connected to the input end of the power steering pump; The output end of the power steering pump is connected to the input end of the steering gear; The output end of the steering gear is connected to one end of the longitudinal tie rod; The other end of the longitudinal tie rod is connected to the axle bridge.

[0010] In some embodiments, the steering controller is used to calculate the steering angle, generate a steering angle command, and send it to all steering execution components.

[0011] The present invention proposes a method for compensating steering errors of multi-articulated and multi-axle vehicles, comprising: S1, obtaining a vehicle wheelbase and a track according to an axle bridge, and calculating the difference between the inner and outer turning angles of the vehicle in combination with the vehicle wheelbase and the track based on the Ackerman theory; S2, the steering controller fits the relationship curve between the first wheel turning angle and the inner and outer turning angle difference according to the inner and outer turning angle difference to obtain a compensation amount, and generates a turning angle command according to the compensation amount; S3, the steering controller sends the turning angle command to the steering execution component, and the steering execution component adjusts the steering angle and speed of all articulated components and axles of the vehicle according to the turning angle command; S4, real-time monitoring of the steering condition of the multi-articulated and multi-axle vehicle after compensation, and repeating steps S1-S3 for fine-tuning.

[0012] In some embodiments, the step of obtaining the wheelbase and track of the vehicle according to the axle bridge, and calculating the difference between the inner and outer turning angles of the vehicle in combination with the wheelbase and track of the vehicle based on the Ackerman theory includes: Get the vehicle wheelbase and track width; Based on the Ackerman theory, the turning radius of the vehicle is obtained when the vertical lines of all the wheels of the vehicle point to the center of the circle; Based on the turning radius of the vehicle, the wheelbase and the track width of the vehicle, respectively calculate the inverse tangent of the turning angle of the inner wheel and the inverse tangent of the turning angle of the outer wheel; The turning angle of the inner wheel and the turning angle of the outer wheel are calculated by the inverse tangent of the turning angle of the inner wheel and the inverse tangent of the turning angle of the outer wheel, and the difference between the inner and outer turning angles is obtained by subtracting them.

[0013] In some embodiments, the step of fitting the relationship curve between the first wheel turning angle and the inner and outer turning angle difference according to the inner and outer turning angle difference to obtain the compensation amount comprises: The difference between the inner and outer turning angles is input into a fitting model to obtain a relationship curve between the first turn angle and the difference between the inner and outer turning angles; Predicting the difference between the inner and outer turning angles at the first turning angle according to the relationship curve between the first turning angle and the difference between the inner and outer turning angles; The compensation amount is obtained by subtracting the inner and outer turning angle difference from the inner and outer turning angle difference under the predicted first-wheel turning angle.

[0014] In some embodiments, the fitting model is constructed as follows: Make the vehicle turn at different speeds and angles on the test track, and record the inside and outside corner values ​​at each corner; calculating the difference between the inner wheel angle and the outer wheel angle; The first turn angle was used as the independent variable, and the difference between the inner and outer turn angles was used as the dependent variable to be input into the polynomial model for fitting; The best fitting parameters are obtained through multiple fittings, and the fitting model is constructed based on the best fitting parameters.

[0015] The present invention provides a computer device, comprising: At least one processor; and a memory storing a computer program that can be run on the processor, wherein the processor executes the steps of the method for compensating steering errors of a multi-articulated and multi-axle vehicle when executing the program.

[0016] The present invention provides a computer-readable storage medium, wherein the computer-readable storage medium stores a computer program, and when the computer program is executed by a processor, the steps of the method for compensating steering errors of a multi-articulated and multi-axle vehicle are executed.

[0017] The present invention has at least the following beneficial technical effects: The present invention proposes a device, method, equipment and medium for steering error compensation of multi-articulated and multi-axle vehicles, the device includes: respectively setting a steering controller at the front and rear of the vehicle; setting an articulated assembly between the vehicles; connecting the steering execution assembly through a longitudinal tie rod on the axle bridge of each vehicle's axle, and the steering execution assembly is symmetrically arranged on both sides of the vehicle. The method includes: S1, obtaining the vehicle wheelbase and track according to the axle bridge, and calculating the inner and outer turning angle difference of the vehicle based on the Ackerman theory combined with the vehicle wheelbase and track; S2, the steering controller fits the relationship curve between the first wheel turning angle and the inner and outer turning angle difference according to the inner and outer turning angle difference, obtains the compensation amount, and generates a turning angle command according to the compensation amount; S3, the steering controller sends the turning angle command to the steering execution assembly, and the steering execution assembly adjusts the steering angle and speed of all the articulated assemblies and axle bridges of the vehicle according to the turning angle command; S4, real-time monitoring of the steering situation of the multi-articulated and multi-axle vehicle after compensation, and repeating steps S1-S3 for fine-tuning.

[0018] The present invention aims to solve the steering strategy problem of multi-articulated and multi-axle vehicles, and includes the layout of the vehicle, the steering device, and the control principle. The main means is to use the steering inner wheel difference between the axles of the vehicle to compensate for the vehicle's turning angle and control the running posture of the entire vehicle. Reduce the risk of vehicles occupying the road and effectively reduce the width of the contour envelope of the vehicle's travel. Improve the accuracy of vehicle posture control, fully decouple the connection relationship between the vehicles, and reduce the lateral force on the wheels, which is conducive to reducing wheel wear. The rear amplification factor of the vehicle is reduced, which improves the riding comfort of passengers, increases the flexibility of the vehicle, and facilitates the vehicle to change direction and turn around. There is no need to install sensors on the wheels on one side of each axle, and the steering device has a higher degree of integration. The open-loop control of a simple steering controller and the closed-loop control of the servo motor's own turning angle can also eliminate steering errors. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings in the following description are only some embodiments of the present invention. For ordinary technicians in this field, other embodiments can be obtained based on these drawings without paying creative work.

[0020] Figure 1 A diagram of a device for compensating steering errors of a multi-articulated and multi-axle vehicle provided by the present invention; Figure 2 A flow chart of a method for compensating steering errors of a multi-articulated and multi-axle vehicle provided by the present invention; Figure 3 A single-track vehicle attitude control model diagram of a device for compensating steering errors of multi-articulated and multi-axle vehicles provided by the present invention; Figure 4 A multi-body dynamics simulation diagram of a steering error compensation method for a multi-articulated and multi-axle vehicle provided by the present invention; Figure 5 A diagram of the offset of each axle of the vehicle before compensation in a method for compensating steering errors of a multi-articulated and multi-axle vehicle provided by the present invention; Figure 6 A diagram of the offset of each axle of a vehicle after compensation for a steering error compensation method for a multi-articulated and multi-axle vehicle provided by the present invention; Figure 7 A diagram of compensation methods for each axle of a steering error compensation method for a multi-articulated and multi-axle vehicle provided by the present invention; Figure 8 A schematic diagram of the structure of an embodiment of a computer device provided by the present invention; Fig. 9 A schematic diagram of the structure of an embodiment of a computer-readable storage medium provided by the present invention.

[0021] Among them, 1. Controller; 2. Articulated assembly; 3. Longitudinal tie rod; 4. Steering actuator assembly; 5. Axle bridge. DETAILED DESCRIPTION

[0022] In order to make the objectives, technical solutions and advantages of the present invention more clearly understood, the embodiments of the present invention are further described in detail below in combination with specific embodiments and with reference to the accompanying drawings.

[0023] It should be noted that all expressions using "first" and "second" in the embodiments of the present invention are for distinguishing two non-identical entities with the same name or non-identical parameters. It can be seen that "first" and "second" are only for the convenience of expression and should not be understood as limitations on the embodiments of the present invention. The subsequent embodiments will not explain this one by one.

[0024] The present invention proposes a device for compensating steering errors of multi-articulated and multi-axle vehicles. Figure 1 , including: a steering controller 1, an articulated assembly 2, a longitudinal tie rod 3, a steering actuator assembly 4 and an axle bridge 5; Steering controllers 1 are respectively arranged at the front and rear of the vehicle; An articulated assembly 2 is provided between the vehicles; A steering actuator assembly 4 is connected to the axle bridge 5 of each vehicle axle via a longitudinal tie rod 3 , and the steering actuator assembly 4 is symmetrically arranged on both sides of the vehicle.

[0025] The present invention aims to solve the steering problem of multi-articulated and multi-axle vehicles, and includes the layout of the vehicle, the steering device, and the control principle. The main means is to use the steering inner wheel difference between the axles of the vehicle to compensate for the vehicle's turning angle and control the running posture of the entire vehicle. Reduce the risk of vehicles occupying the road and effectively reduce the width of the contour envelope of the vehicle's driving. Improve the accuracy of vehicle posture control, which is beneficial to the abnormal stress on the vehicle's articulations. Fully decouple the connection relationship between the vehicles, and the lateral force on the wheels is smaller, which is beneficial to reduce wheel wear. The rear amplification factor of the vehicle is reduced, which improves the riding comfort of passengers. For special vehicles, the flexibility of the vehicle will increase, making it convenient for the vehicle to change direction and turn around. There is no need to install sensors on the wheels on one side of each axle, and the steering device has a higher degree of integration. The open-loop control of a simple steering controller and the closed-loop control of the servo motor's own turning angle can also eliminate steering errors.

[0026] The system of the present invention adopts two sets of steering controllers 1, which are respectively located at the front and rear of the vehicle, receive the signals sent back by the sensor, and after calculating the steering control strategy, send the angle command to the system of the steering execution component 4 of each axle of the whole vehicle; in addition, each axle bridge 5 of the vehicle is equipped with a system of the steering execution component 4, which is composed of a servo motor, a steering power pump, and a steering gear; considering the uniform distribution of the vehicle weight, the steering execution component 4 is distributed at the diagonal of the vehicle, receives the angle signal sent by the steering controller 1 and executes the steering action, the steering execution system and the axle bridge 5 are connected by the longitudinal tie rod 3 to transmit the steering torque, and the articulated component 2 is used to connect each car body. The layout of the whole vehicle system is as follows Figure 1 shown.

[0027] In some embodiments, see Figure 1 The steering actuator 4 is connected to the diagonal ends of the axle bridge 5 to transmit the steering torque.

[0028] Diagonal arrangement is conducive to even distribution of train weight. When the weight of the train is evenly distributed on the diagonal, the center of gravity of the train will be more stable. This stability is particularly important when driving at high speed or in emergency braking, which can reduce the risk of train rollover and improve driving safety. Stable weight distribution also helps to reduce the bumpy feeling of the train during driving and improve ride comfort. Achieving balance on the left and right sides of the train allows the train to be more stable and smooth when turning.

[0029] In some embodiments, see Figure 1 , the steering actuator 4 includes a servo motor, a steering power pump, and a steering gear; The output end of the servo motor is connected to the input end of the power steering pump; The output end of the power steering pump is connected to the input end of the steering gear; The output end of the steering gear is connected to one end of the longitudinal tie rod 3; The other end of the longitudinal tie rod 3 is connected to the axle bridge 5 .

[0030] Servo motors can precisely control their position, speed and acceleration to achieve high-precision motion control, which is essential for cars that require precise steering. Servo motors have excellent response speed and can start, stop and reverse quickly to meet the needs of high-speed movement and frequent starts and stops, ensuring the timeliness and accuracy of steering operations.

[0031] The power steering pump easily turns the direction with the help of hydraulic or electronic power steering The steering gear can increase the torque of the steering gear to make it large enough to overcome the steering resistance torque between the steering wheel and the road surface, ensuring the smooth steering operation. The rotation of the steering wheel is converted into the swinging linear motion of the steering longitudinal tie rod 3, and the longitudinal tie rod 3 drives the axle bridge 5 to move, thereby changing the direction of force transmission and realizing the steering function.

[0032] In some embodiments, see Figure 1 and Figure 3 The steering controller 1 is used to calculate the steering angle, generate a steering angle command, and send it to all steering execution components 4.

[0033] The vehicle posture control is to constrain the vehicle turning angle through geometric relationships. The vehicle is usually considered as a single-track model. The single-track model is to compress the vehicle into a line end in the lateral direction. In order to facilitate the introduction of the method for controlling the steering accuracy of the present invention, the most commonly used single-track model is taken as an example. Figure 3 shown.

[0034] Taking the control model of a certain vehicle as an example, the vehicle sensor will collect the equivalent rotation angle a1 of the first axle, the articulation angle r1, and the articulation angle r2 of the vehicle. In this method, the equivalent rotation angle of the second axle is a2=fa1, a3=fa1, r2, a4=fa3, a5=fa1, r1, r3, and a6=fa5. The single-track model compresses the vehicle into a line end in the lateral direction, greatly simplifying the dynamic model of the vehicle. This makes it more intuitive and simple to analyze the kinematic and dynamic characteristics of the vehicle during steering.

[0035] The steering controller 1 helps to reduce the risk of traffic accidents caused by inaccurate or unstable steering by accurately calculating the steering angle and sending a steering angle command to the steering actuator 4.

[0036] In addition to the above-mentioned vehicle examples, the present invention is also applicable to vehicles including but not limited to single-section three-axle and single-section four-axle vehicles. Therefore, in addition to the above-mentioned control strategies, it is also applicable to single-track models of other control strategies.

[0037] The present invention proposes a method for compensating steering errors of multi-articulated and multi-axle vehicles. Figure 2 , Figure 3 and Figure 4 , including, S1, obtaining the wheelbase and track of the vehicle according to the axle bridge 5, and calculating the difference between the inner and outer turning angles of the vehicle in combination with the wheelbase and track of the vehicle based on the Ackerman theory; S2, the steering controller 1 fits the relationship curve between the first wheel turning angle and the inner and outer turning angle difference according to the inner and outer turning angle difference to obtain a compensation amount, and generates a turning angle command according to the compensation amount; S3, the steering controller 1 sends the steering angle command to the steering execution component 4, and the steering execution component 4 adjusts the steering angle and speed of all the articulated components 2 and the axle bridge 5 of the vehicle according to the steering angle command; S4, real-time monitoring of the steering condition of the multi-articulated and multi-axle vehicle after compensation, and repeating steps S1-S3 for fine-tuning.

[0038] The present invention proposes a steering error compensation method for multi-articulated and multi-axle vehicles. The method monitors the steering state of the vehicle in real time, combines the vehicle's dynamic model and sensor data, and dynamically adjusts the control parameters of the steering actuator to achieve accurate compensation for the steering error. The adjusted inner and outer turning angle differences are input into the fitting curve again to predict and calculate the compensation amount, and iterative optimization is achieved. By monitoring the actual steering state of the vehicle in real time, accurate compensation for the steering error is ensured.

[0039] The transmission execution system of the present invention combined with the steering control strategy based on the single track model calculation will have an inner and outer corner error, which will have an adverse effect on the steering control posture of the vehicle body. Especially in multi-unit vehicles, the error will continue to increase with the increase of the unit, and the vehicle cannot achieve steady-state rotation in a fixed circular curve. Therefore, please refer to Figure 4 In the present invention, the use of simulink and simpack to jointly simulate the electromechanical coupling dynamics model of the whole vehicle can provide the vehicle's state information and position information to prove the compensation effect of the present invention on the error.

[0040] In some embodiments, see Figure 5 and Figure 6 The step of obtaining the wheelbase and track of the vehicle according to the axle bridge 5, and calculating the difference between the inner and outer turning angles of the vehicle based on the Ackerman theory and the wheelbase and track of the vehicle comprises: Get the vehicle wheelbase and track width; Based on the Ackerman theory, the turning radius of the vehicle is obtained when the vertical lines of all the wheels of the vehicle point to the center of the circle; Based on the turning radius of the vehicle, the wheelbase and the track width of the vehicle, respectively calculate the inverse tangent of the turning angle of the inner wheel and the inverse tangent of the turning angle of the outer wheel; The turning angle of the inner wheel and the turning angle of the outer wheel are calculated by the inverse tangent of the turning angle of the inner wheel and the inverse tangent of the turning angle of the outer wheel, and the difference between the inner and outer turning angles is obtained by subtracting them.

[0041] Ackerman theory states that when a vehicle turns, the turning angle of the inner wheel should be greater than the turning angle of the outer wheel to ensure that the vehicle can turn smoothly around a center of a circle. By accurately calculating the difference between the inner and outer turning angles, namely the Ackerman angle, the steering accuracy of the vehicle can be significantly improved. This precise calculation helps to reduce deviations during steering, allowing the vehicle to travel more accurately along the predetermined trajectory. Calculating the difference between the inner and outer turning angles in combination with the Ackerman theory and the vehicle's wheelbase and track helps to optimize the dynamic performance of the vehicle. The design of the Ackerman angle ensures that the vehicle body can maintain stable dynamic performance when turning at high speed. Based on the calculation of the difference between the inner and outer turning angles based on the Ackerman theory, the steering parameters can be dynamically adjusted according to the actual road conditions and vehicle status, so that the vehicle can better adapt to various complex turning conditions. This adaptability helps to improve the vehicle's passability and driving stability.

[0042] Without adding the compensation error algorithm, the above multi-body dynamics simulation model is used to simulate the vehicle driving at 10 km / h in the R15 circular curve. The offset of each axle of the vehicle is as follows: Figure 5As shown in the figure, the vehicle's following strategy is determined based on the offset between each axis and the first axis. According to the experimental results in the figure, the offset of each axis of the vehicle gradually increases from the 13th to the 23rd second, and the vehicle posture shifts outward significantly. This is because when the above-mentioned single-track model is fed back to the virtual driving of the whole vehicle, the first axis steering execution system is arranged diagonally. Therefore, when the vehicle turns, the first axis angle a1 is the inner angle of the vehicle, and the second axis angle is the outer angle; on the contrary, the first axis angle a1 is the outer angle of the vehicle, and the second axis angle is the inner angle. The inner and outer angle errors will increase with the increase of the turning radius.

[0043] When the compensation error algorithm is added, the above multi-body dynamics simulation model vehicle is used to perform a virtual driving simulation at 10 km / h in the R15 circular curve, and the offset of each axis of the vehicle is obtained as follows Figure 6 As shown. According to the above results, the algorithm in the present invention is used to significantly reduce the offset of each axle of the vehicle. When the vehicle enters a corner, the offset of the rear axle is reduced, and when the vehicle rotates in a steady state, each axle of the vehicle gradually converges to the front axle. At the same time, the posture of the vehicle exiting the corner is reduced the most compared with the original algorithm. Therefore, the present invention effectively reduces the wheel angle error, brings better self-posture control, and the vehicle has better following performance for the front axle.

[0044] In some embodiments, see Figure 7 The step of fitting the relationship curve between the first wheel turning angle and the inner and outer turning angle difference according to the inner and outer turning angle difference to obtain the compensation amount comprises: The difference between the inner and outer turning angles is input into a fitting model to obtain a relationship curve between the first turn angle and the difference between the inner and outer turning angles; Predicting the difference between the inner and outer turning angles at the first turning angle according to the relationship curve between the first turning angle and the difference between the inner and outer turning angles; The compensation amount is obtained by subtracting the inner and outer turning angle difference from the inner and outer turning angle difference under the predicted first-wheel turning angle.

[0045] By calculating the difference between the actual inner and outer turning angle difference and the predicted inner and outer turning angle difference under the first wheel turning angle, the compensation amount that needs to be adjusted during the steering process is obtained, which can accurately reflect the error of the steering system, thereby guiding the wheel steering to make accurate adjustments, which helps to improve the vehicle's driving stability and handling.

[0046] After the compensation amount is calculated, Figure 7 Control the wheel steering. The compensation is a correction to the wheel steering error, which can significantly improve the steering accuracy of the train, enable it to run more accurately along the predetermined track, reduce deviation and shaking, and improve driving stability.

[0047] In some embodiments, the fitting model is constructed as follows: Make the vehicle turn at different speeds and angles on the test track, and record the inside and outside corner values ​​at each corner; calculating the difference between the inner wheel angle and the outer wheel angle; The first turn angle was used as the independent variable, and the difference between the inner and outer turn angles was used as the dependent variable to be input into the polynomial model for fitting; The best fitting parameters are obtained through multiple fittings, and the fitting model is constructed based on the best fitting parameters.

[0048] By conducting turning tests at different speeds and angles, we can fully cover all possible driving conditions that the vehicle may encounter, thereby ensuring that the collected data is widely representative. During the test, recording the inner and outer corner values ​​at each corner can accurately reflect the steering performance of the vehicle under different conditions, providing an accurate basis for subsequent data analysis and model building. The polynomial model has a strong fitting ability and can adapt to various complex nonlinear relationships. By inputting the first-wheel turning angle and the inner and outer corner difference into the polynomial model for fitting, the correlation between the two can be more accurately described, thereby improving the fitting accuracy. This high-precision fitting helps to more accurately predict the changing trend of the inner and outer corner difference.

[0049] Based on the same inventive concept, according to another aspect of the present invention, Figure 8 As shown, an embodiment of the present invention further provides a computer device 30, which includes a processor 310 and a memory 320. The memory 320 stores a computer program 321 that can be run on the processor. When the processor 310 executes the program, the steps of the above method are performed.

[0050] Based on the same inventive concept, according to another aspect of the present invention, Fig. 9 As shown, an embodiment of the present invention further provides a computer-readable storage medium 40, which stores a computer program 410 for executing the above method when executed by a processor.

[0051] The embodiment of the present invention may also include a corresponding computer device. The computer device includes a memory, at least one processor, and a computer program stored in the memory and executable on the processor, and the processor executes any one of the above methods when executing the program.

[0052] The memory, as a non-volatile computer-readable storage medium, can be used to store non-volatile software programs, non-volatile computer executable programs and modules, such as program instructions / modules in the embodiments of the present application. The processor executes various functional applications and data processing of the device by running the non-volatile software programs, instructions and modules stored in the memory, that is, implementing the above method.

[0053] The memory may include a program storage area and a data storage area, wherein the program storage area may store an operating system, an application required for at least one function; the data storage area may store data created according to the use of the device, etc. In addition, the memory may include a high-speed random access memory, and may also include a non-volatile memory, such as at least one disk storage device, a flash memory device, or other non-volatile solid-state storage device. In an embodiment, the memory may optionally include a memory remotely arranged relative to the processor, and these remote memories may be connected to the local module via a network. Examples of the above-mentioned network include, but are not limited to, the Internet, an intranet, a local area network, a mobile communication network, and combinations thereof.

[0054] Finally, it should be noted that a person of ordinary skill in the art can understand that all or part of the processes in the above-mentioned embodiments can be implemented by instructing the relevant hardware through a computer program, and the program can be stored in a computer-readable storage medium. When the program is executed, it can include the processes of the embodiments of the above-mentioned methods. Among them, the storage medium of the program can be a disk, an optical disk, a read-only storage memory ROM or a random access memory RAM, etc. The above-mentioned computer program embodiment can achieve the same or similar effect as the corresponding above-mentioned arbitrary method embodiment.

[0055] It will also be appreciated by those skilled in the art that various exemplary logic blocks, modules, circuits and algorithm steps described in conjunction with the disclosure herein can be implemented as electronic hardware, computer software or a combination of the two. In order to clearly illustrate this interchangeability of hardware and software, a general description has been given to the functions of various schematic components, blocks, modules, circuits and steps. Whether this function is implemented as software or hardware depends on specific applications and the design constraints imposed on the entire system. Those skilled in the art can implement the function in various ways for each specific application, but this implementation decision should not be interpreted as causing a departure from the disclosed scope of the embodiments of the present invention.

[0056] The above are exemplary embodiments disclosed in the present invention, but it should be noted that various changes and modifications may be made without departing from the scope of the embodiments disclosed in the present invention as defined in the claims. The functions, steps and / or actions of the method claims according to the disclosed embodiments described herein do not need to be performed in any particular order. The serial numbers of the embodiments disclosed in the above embodiments of the present invention are for description only and do not represent the advantages and disadvantages of the embodiments. In addition, although the elements disclosed in the embodiments of the present invention may be described or required in individual form, they may also be understood as multiple unless explicitly limited to the singular.

[0057] It should be understood that, as used herein, the singular forms "a", "an" are intended to include the plural forms as well, unless the context clearly supports an exception. It should also be understood that, as used herein, "and / or" refers to any and all possible combinations including one or more of the associated listed items.

[0058] A person skilled in the art should understand that the discussion of any of the above embodiments is only exemplary and is not intended to imply that the scope of the disclosure of the embodiments of the present invention, including the claims, is limited to these examples; under the idea of ​​the embodiments of the present invention, the technical features in the above embodiments or different embodiments can also be combined, and there are many other changes in different aspects of the above embodiments of the present invention, which are not provided in detail for the sake of simplicity. Therefore, any omissions, modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the embodiments of the present invention should be included in the protection scope of the embodiments of the present invention.

Claims

1. A device for compensating steering errors of multi-articulated and multi-axle vehicles, characterized in that: include: A steering controller (1), an articulated assembly (2), a longitudinal tie rod (3), a steering actuator assembly (4) and an axle bridge (5); Steering controllers (1) are respectively provided at the front and rear of the vehicle; An articulated assembly (2) is provided between the vehicles; A steering actuator component (4) is connected to the axle bridge (5) of each vehicle axle via a longitudinal tie rod (3), and the steering actuator component (4) is symmetrically arranged on both sides of the vehicle.

2. The device for compensating steering errors of multi-articulated and multi-axle vehicles according to claim 1, characterized in that: The steering actuator assembly (4) is connected to the diagonal ends of the axle bridge (5) for transmitting steering torque.

3. The device for compensating steering errors of multi-articulated and multi-axle vehicles according to claim 1, characterized in that: The steering actuator component (4) comprises a servo motor, a steering power pump, and a steering gear; The output end of the servo motor is connected to the input end of the power steering pump; The output end of the power steering pump is connected to the input end of the steering gear; The output end of the steering gear is connected to one end of a longitudinal tie rod (3); The other end of the longitudinal tie rod (3) is connected to the axle bridge (5).

4. The device for compensating steering errors of multi-articulated and multi-axle vehicles according to claim 1, characterized in that: The steering controller (1) is used to calculate the steering angle, generate a steering angle command, and send it to all steering execution components (4).

5. A method for error compensation using the steering error compensation device of a multi-articulated and multi-axle vehicle according to any one of claims 1 to 4, characterized in that: include, S1, obtaining the wheelbase and track of the vehicle according to the axle bridge (5), and calculating the difference between the inner and outer turning angles of the vehicle in combination with the wheelbase and track of the vehicle based on the Ackerman theory; S2, the steering controller (1) fits a relationship curve between the first wheel turning angle and the inner and outer turning angle difference according to the inner and outer turning angle difference to obtain a compensation amount, and generates a turning angle command according to the compensation amount; S3, the steering controller (1) sends the steering angle command to the steering execution component (4), and the steering execution component (4) adjusts the steering angle and speed of all the articulated components (2) and the axle bridge (5) of the vehicle according to the steering angle command; S4, real-time monitoring of the steering condition of the multi-articulated and multi-axle vehicle after compensation, and repeating steps S1-S3 for fine-tuning.

6. A method for compensating steering errors of a multi-articulated and multi-axle vehicle according to claim 5, characterized in that: The step of obtaining the wheelbase and track of the vehicle according to the axle bridge (5), and calculating the difference between the inner and outer turning angles of the vehicle based on the Ackerman theory and the wheelbase and track of the vehicle comprises: Get the vehicle wheelbase and track width; Based on the Ackerman theory, the turning radius of the vehicle is obtained when the vertical lines of all the wheels of the vehicle point to the center of the circle; Based on the turning radius of the vehicle, the wheelbase and the track width of the vehicle, respectively calculate the inverse tangent of the turning angle of the inner wheel and the inverse tangent of the turning angle of the outer wheel; The turning angle of the inner wheel and the turning angle of the outer wheel are calculated by the inverse tangent of the turning angle of the inner wheel and the inverse tangent of the turning angle of the outer wheel, and the difference between the inner and outer turning angles is obtained by subtracting them.

7. A method for compensating steering errors of a multi-articulated and multi-axle vehicle according to claim 5, characterized in that: The step of fitting the relationship curve between the first wheel turning angle and the inner and outer turning angle difference according to the inner and outer turning angle difference to obtain the compensation amount comprises: The difference between the inner and outer turning angles is input into a fitting model to obtain a relationship curve between the first turn angle and the difference between the inner and outer turning angles; Predicting the difference between the inner and outer turning angles at the first turning angle according to the relationship curve between the first turning angle and the difference between the inner and outer turning angles; The compensation amount is obtained by subtracting the inner and outer turning angle difference from the inner and outer turning angle difference under the predicted first-wheel turning angle.

8. The method for compensating steering errors of a multi-articulated and multi-axle vehicle according to claim 7, characterized in that: The construction process of the fitting model is as follows: Make the vehicle turn at different speeds and angles on the test track, and record the inside and outside corner values ​​at each corner; calculating the difference between the inner wheel angle and the outer wheel angle; The first turn angle was used as the independent variable, and the difference between the inner and outer turn angles was used as the dependent variable to be input into the polynomial model for fitting; The best fitting parameters are obtained through multiple fittings, and the fitting model is constructed based on the best fitting parameters.

9. A computer device comprising: at least one processor; and a memory storing a computer program executable on the processor, wherein the processor executes the steps of a method for steering error compensation of a multi-articulated and multi-axle vehicle as described in any one of claims 5 to 8 when executing the program.

10. A computer-readable storage medium storing a computer program, characterized in that: When the computer program is executed by a processor, the steps of the method for compensating steering errors of a multi-articulated and multi-axle vehicle as claimed in any one of claims 5 to 8 are performed.

Images