Split type flying car docking test experimental method and device

Abstract

The application provides an experimental method for docking test of a split flying car, comprising the following steps: after a whole vehicle system is verified, a passive module shares pose information; according to an environment allowed docking condition, an active module plans an initial docking path according to the pose information; in a precise docking area, a motion trajectory is precisely locally corrected according to a pose error; and the docking is completed by controlling a chassis module, a cabin module and a flight module to cooperate with each other. The application also provides an experimental device for docking test of a split flying car, comprising: a test table, landing gears, a combined navigation system, a camera, a laser device, a control system and a test system; wherein the test table is provided with a protective fence, the landing gears are installed on the test table; the combined navigation system and the laser range finder are installed on the chassis module; the camera is installed on the cabin module, and a reflecting plate is installed on the landing gear. The experimental method and device for docking test of the split flying car can realize the whole docking test of the split flying car, and have high control precision.

Description

Technical Field

[0001] The present invention relates to testing technology, and in particular to an experimental method and device for docking testing of a split-type flying car. Background Art

[0002] Split-body flying cars are an effective means of transport to address widespread urban traffic congestion. They consist of a flight module, a cockpit module, and a chassis module. The cockpit and chassis modules combine to enable ground travel. When traffic becomes congested, the cockpit module can detach from the chassis module and reconnect with the flight module, bypassing the congested area and flying to its destination. Since split-body flying cars are not yet in use, there is no technology available for testing the integration of these two components.

[0003] It can be seen that in the prior art, there is no experimental method or device for docking testing of split-type flying cars. Summary of the Invention

[0004] In view of this, the main purpose of the present invention is to provide an experimental method and device for docking testing of a split flying car, which can perform overall testing, synchronize the positioning of each module, and control the precise take-off and landing of the flying module.

[0005] In order to achieve the above object, the first technical solution proposed by the present invention is:

[0006] An experimental method for docking test of a split-type flying car includes the following steps:

[0007] Step 1: When the docking test begins, the split flying car first completes the system calibration of the entire vehicle to ensure its normal operation.

[0008] Step 2: Based on the received docking command, the flight module (passive module) of the split flying car sends its own position information and attitude information to the cockpit module and chassis module (active modules).

[0009] Step 3: The active module uses its own cameras and lidar to obtain information about the surrounding environment.

[0010] Step 4: The chassis module plans an initial docking path based on the docking conditions allowed by the environment, the position information of the active module, and the attitude information of the active module; then, it follows the initial docking path to enter the precise docking area within the landing gear range where the passive module is located.

[0011] Step 5: In the precise docking area, the active module uses its own camera to identify the identification image on the bottom of the passive module to obtain the current position error and attitude error of the active module relative to the passive module. The active module then makes a partial correction to the initial docking path to obtain a precise docking path.

[0012] Step 6: When the active module approaches the passive module along the precise docking path, the chassis module or cockpit module adjusts its position or posture, and the chassis module lifts the cockpit module so that the docking points of the cockpit module and the flight module coincide and lock, completing the docking process precisely.

[0013] In summary, in the split-body flying car docking test method described in the present invention, the flight module is the passive module, while the chassis module and cockpit module are the active modules. During the docking process, the chassis module, carrying the cockpit module, searches for the flight module to complete the docking of the two modules. At the beginning of the actual test, the split-body flying car first completes vehicle system verification. Then, when the split-body flying car receives the docking command, the flight module transmits its position and attitude information to the cockpit module and chassis module. The cockpit module and chassis module also acquire surrounding environmental information through their sensors. After the chassis module determines that the surrounding environmental information meets the docking requirements, it plans an initial docking path based on the position and attitude information of the chassis and cockpit modules. The chassis module, carrying the cockpit module, follows the initial docking path to the precise docking area within the landing gear of the flight module. Within the precise docking area, the chassis module makes local, precise corrections to its own motion trajectory based on the positional and attitude errors between the flight module and either the chassis module or the cockpit module. The chassis module then lifts the cockpit module until the docking points of the flight module and the cockpit module coincide, locking the docking points. This completes the docking process. In practical applications, after docking, the flight module carries the cockpit module to its destination. This demonstrates that the experimental method for docking a split-type flying car described in the present invention achieves integrated testing of the three modules of the flying car through the synchronous positioning of the three modules, while also enabling precise control of their position and attitude. Therefore, the present invention also features high control accuracy.

[0014] In order to achieve the above object, the second technical solution proposed by the present invention is:

[0015] An experimental device for docking tests of a split flying car includes: a test bench for carrying landing gear, a flight module, a cockpit module, and a camera; a landing gear for parking the flight module; an integrated navigation system; four cameras; five sets of laser equipment; a control system; and a test system. Each set of laser equipment includes a laser rangefinder and a reflector. The integrated navigation system includes a global navigation satellite system and an inertial measurement unit. The control system is installed on the chassis module.

[0016] The integrated navigation system is used to obtain the three-dimensional acceleration, three-dimensional velocity, three-dimensional angular acceleration, three-dimensional angular velocity, accuracy, and latitude of the cockpit module or chassis module, and record the docking motion trajectory of the cockpit module and the flight module; and send the docking motion trajectory to the test system.

[0017] The camera is used to capture video images of the precise docking process between the cockpit module and the flight module, determine the position, direction and motion trajectory of the chassis module, and send the chassis motion trajectory to the test system.

[0018] The laser rangefinder is used to emit a laser beam to the corresponding reflector and receive the laser beam emitted by the corresponding reflector; the distance between the edge of the chassis module corresponding to the same side of the laser rangefinder on the chassis module and the landing gear on the same side is determined based on the laser beam emission time and reception time.

[0019] The reflector is used to reflect the laser beam sent by the laser rangefinder back to the laser rangefinder.

[0020] A control system is used for vehicle system verification; based on the received docking instructions, it receives the position information and attitude information of the flight module sent by the flight module; it obtains the surrounding environment information, and plans the initial docking path based on the docking conditions allowed by the environment, the position information and attitude information of the chassis module or the cockpit module; it controls the chassis module carrying the cockpit module along the initial docking path to enter the precise docking area within the landing gear range where the flight module is located; within the precise docking area, it identifies the identification image on the bottom of the flight module to obtain the current position error and attitude error of the flight module relative to the chassis module, performs local correction on the initial docking path, obtains the precise docking path, and sends the precise docking path to the test system; when the active module is controlled to approach the passive module along the precise docking path, the chassis module or the cockpit module adjusts its own position or attitude, and controls the chassis module to lift the cockpit module so that the docking points of the cockpit module and the flight module coincide and lock the docking points, thereby completing the docking process precisely.

[0021] The test system is used to collect and store the position, posture, precise docking path, chassis motion trajectory, and docking motion trajectory of the chassis module and cockpit module, and to analyze and replay the precise docking path, chassis motion trajectory, and docking motion trajectory of the active module.

[0022] Guardrails are installed at intervals around the edges of the test bench, and the landing gear is installed on the test bench; the integrated navigation system is installed at the geometric center of the chassis module; the four cameras are located at the front, rear and two side wings of the cockpit module, the camera lens installed at the front is parallel to the vertical plane of the front, the camera lens installed at the rear is parallel to the vertical plane of the rear, and the cameras symmetrically installed on the two side wings are located between the corresponding front and rear wheels; two laser rangefinders are installed on one side wing of the chassis module, and are respectively located above the front wheel and above the rear wheel on that side; two laser rangefinders are installed on the other side wing of the chassis module, and are respectively located above the front wheel and above the rear wheel on that side; one laser rangefinder is installed at the rear of the chassis module, and is located between the two rear wheels; five reflectors are installed on the landing gear, and correspond one to one with the above-mentioned five laser rangefinders.

[0023] In summary, the sensor system in the experimental device for docking testing a split-type flying car described in the invention includes an integrated navigation system, a camera, and a laser ranging device. The integrated navigation system acquires position and attitude information, such as from the cockpit module and chassis module, and records the docking trajectory of the cockpit module and flight module. The camera captures video images of the precise docking of the cockpit module and flight module, as well as the position and motion trajectory of the chassis module. The laser ranging device is used to detect the distance between the split-type flying car and the surrounding landing gear. After completing vehicle verification and receiving docking instructions, the control system installed on the chassis module determines whether the surrounding environment meets the docking conditions based on the information collected by the sensor system and plans an initial docking path. The control system then controls the active module (i.e., the chassis module carrying the cabin module) along the initially planned path to enter a precise docking area within the landing gear range. Within the precise docking area, the control system makes local, precise corrections to the initial docking path based on the position and attitude errors between the flight module and the active module, ensuring coordination between the chassis module, cockpit module, and flight module, aligning and locking the docking points, and completing the precise docking process. The test system also analyzes the collected information and replays the precise docking trajectory and chassis motion trajectory, allowing for objective evaluation of the precise docking process. This demonstrates that the split-type flying car docking test apparatus described in this invention can complete the integrated testing of the three modules of the flying car, achieving synchronized positioning of the three modules and precise control of their path and docking trajectory. BRIEF DESCRIPTION OF THE DRAWINGS

[0024] Figure 1 This is a schematic diagram of the overall process of a split-type flying car docking test experimental method described in the present invention.

[0025] Figure 2 This is a schematic diagram of the overall motion trajectory of a split-type flying car in a docking test experiment described in the present invention when the initial relative position is horizontal.

[0026] Figure 3 This is a schematic diagram of the overall motion trajectory of a split-type flying car in a docking test experiment described in the present invention when the initial relative position is vertical.

[0027] Figure 4 This is a distribution diagram of the sensor system in the split-type flying car docking test experimental device described in the present invention. DETAILED DESCRIPTION

[0028] In order to make the objectives, technical solutions and advantages of the present invention more clear, the present invention will be further described in detail below with reference to the accompanying drawings and specific embodiments.

[0029] Figure 1 This is a schematic diagram of the overall process of the split-type flying car docking test experimental method described in the present invention. Figure 1 As shown, the experimental method for docking test of a split-type flying car described in the present invention includes the following steps:

[0030] Step 1: When the docking test begins, the split flying car first completes the system calibration of the entire vehicle to ensure its normal operation.

[0031] Step 2: Based on the received docking command, the flight module (passive module) of the split flying car sends its own position information and attitude information to the cockpit module and chassis module (active modules).

[0032] In practical applications, the flight module is equipped with a GPS system. In the present invention, the flight module's position information includes: the flight module's accuracy and latitude; the flight module's attitude information includes: the flight module's three-dimensional acceleration, three-dimensional velocity, three-dimensional angular acceleration, and three-dimensional angular velocity. The "three dimensions" here refer to the horizontal and vertical directions, as well as the vertical direction perpendicular to the horizontal plane.

[0033] Step 3: The active module uses its own cameras and lidar to obtain information about the surrounding environment.

[0034] Step 4: The chassis module plans an initial docking path based on the docking conditions allowed by the environment, the position information of the active module, and the attitude information of the active module; then, it follows the initial docking path to enter the precise docking area within the landing gear range where the passive module is located.

[0035] Figure 2 This is a schematic diagram of the overall motion trajectory of a split-type flying car in a docking test experiment described in the present invention when the initial relative position is horizontal. Figure 3 This is a schematic diagram of the overall motion trajectory of a split flying car in a docking test experiment in the present invention when the initial relative position is vertical. Figure 2 、 Figure 3As shown, in the split-type flying car docking test experiment, when the initial relative position is horizontal and in the split-type flying car docking test experiment, when the initial relative position is vertical, the split-type flying car enters the precise docking area within the landing gear range along the initial docking path.

[0036] Step 5: In the precise docking area, the active module uses its own camera to identify the identification image on the bottom of the passive module to obtain the current position error and attitude error of the active module relative to the passive module. The active module then makes a partial correction to the initial docking path to obtain a precise docking path.

[0037] In step 5 of the present invention, the active module performs local corrections to the initial docking path. Specifically, the chassis module uses longitudinal error control and lateral error control to accurately plan the initial docking trajectory locally. Here, longitudinal error refers to the error in the direction of the chassis along the initially planned path, and lateral error refers to the error in the direction perpendicular to the initially planned path as the chassis moves along the initially planned path.

[0038] Step 6: When the active module approaches the passive module along the precise docking path, the chassis module or cockpit module adjusts its position or posture, and the chassis module lifts the cockpit module so that the docking points of the cockpit module and the flight module coincide and lock, completing the docking process precisely.

[0039] In step 6 of the present invention, the active module approaches the passive module along the precise docking path. Specifically, the cockpit module approaches the flight module in the parked state along the precise docking path under the drive of the chassis module.

[0040] In practical applications, the experimental method for docking test of a split-type flying car further includes step 7: objectively evaluating the precise docking of the cockpit module and the flight module.

[0041] In step 7 of the present invention, the objective evaluation includes: docking success rate, chassis module positioning success rate, time required for chassis module positioning success, number of kneading times, time taken for the cockpit module and flight module to dock, average speed of the cockpit module and flight module to dock, speed of the chassis module lifting the cockpit module, and time taken for the chassis module to lift the cockpit module, as follows:

[0042] Docking success rate Among them, m1 represents the number of successful dockings between the cockpit module and the flight module, and n1 represents the number of docking commands issued.

[0043] Chassis module positioning success rate Among them, m2 represents the number of successful positioning of the chassis module, and n2 represents the total number of positioning times.

[0044] The number of times the chassis module switches from forward gear to reverse gear or from reverse gear to forward gear when the cockpit module and the flight module are docked.

[0045] Time required for successful positioning of chassis module t d =t2-t d1 ; Among them, t2 represents the time when the docking instruction is issued, t d1 The moment the chassis module is successfully positioned.

[0046] Time taken for the cockpit module to dock with the flight module q =t2-t q1 ; where t q1 Indicates the moment when the cockpit module and flight module are docked.

[0047] Average docking speed of cockpit module and flight module Where θ represents the number of docking speed samples from the time the docking command is issued to the time the cockpit module and the flight module are docked. v r represents the docking velocity of the rth sampling point; θ is a positive integer, r is a non-negative integer, and r = 0, 1, …, θ.

[0048] Time taken for chassis module to lift cockpit module j =t j2 -t j1 ; where t j2 Indicates the moment when the chassis module starts to lift, t j1 Indicates the moment when the cockpit module and flight module are docked.

[0049] In summary, in the split-body flying car docking test method described in the invention, the flight module is the passive module, while the chassis module and cockpit module are the active modules. During the docking process, the chassis module, carrying the cockpit module, searches for the flight module to complete the docking of the two modules. At the beginning of the actual test, the split-body flying car first completes vehicle system verification. Then, when the split-body flying car receives the docking command, the flight module transmits its position and attitude information to the cockpit and chassis modules. The cockpit and chassis modules also acquire environmental information from their sensors. After the chassis module determines that the environmental information meets the docking requirements, it plans an initial docking path based on the position and attitude information of the chassis and cockpit modules. The chassis module, carrying the cockpit module, follows the initial docking path to a precise docking area within the landing gear of the flight module. Within the precise docking area, the chassis module makes local, precise corrections to its own motion trajectory based on the positional and attitude errors between the flight module and either the chassis module or the cockpit module. The chassis module then lifts the cockpit module until the docking points of the flight module and the cockpit module coincide, locking the docking points. This completes the docking process. In practical applications, after docking, the flight module carries the cockpit module to its destination. This demonstrates that the experimental method for docking a split-type flying car described in the present invention achieves integrated testing of the three modules of the flying car through the synchronous positioning of the three modules, while also enabling precise control of their position and attitude. Therefore, the present invention also features high control accuracy.

[0050] In step 3 of the present invention, the environment allowing docking conditions are specifically:

[0051] Environment allows docking = (W <W max )∧(V>V min )∧(S>S min )∧O∧P;

[0052] Where W represents wind speed, W max Indicates the maximum allowable wind speed; V indicates visibility, V min Indicates the minimum required visibility; S indicates the landing gear size, S min Indicates the minimum allowable landing gear size; O indicates obstacle information; P indicates path information.

[0053] In the present invention, the obstacle information O is the horizontal distance d between the i-th obstacle and the split flying car. i ; The absence of obstacles on the initial docking path is represented by: d i >d safe ; Among them, d safe Represents the safety distance, and i is a natural number.

[0054] In the present invention, the path information P includes: the width W of the initial docking path path , the length of the initial docking path L path , landing gear width W gear , the length of the landing gear L gear ; and the path information P satisfies: the width of the initial docking path should be less than the width of the landing gear minus the safety margin:

[0055] W path <W gear -W safe

[0056] The length of the initial docking path should be less than the length of the landing gear plus a safety margin:

[0057] L path <L gear -L safe

[0058] Among them, W safe Indicates the width safety margin of the initial docking path, L safe Indicates the length safety margin of the initial docking path.

[0059] In the present invention, the longitudinal error control adopts a dual proportional integral differential (PID) control method, and the dual PID control method includes the following steps:

[0060] Step A1: Obtain the actual position p of the chassis module on the initial docking path s (t), and according to the planned position p of the chassis module on the initial docking path c (t), and obtain the position deviation e of the chassis module on the initial docking path p (t) = p c (t)-p s (t), and the position deviation e p (t) Perform the following outer loop PID control to obtain the speed difference compensation h v (t):

[0061]

[0062] Among them, K p1 is the position proportional coefficient, K i1 is the position integral coefficient, K d1 is the position differential coefficient; t is the time.

[0063] Step A2: Obtain the actual longitudinal speed v of the chassis module on the initial docking path s (t), and according to the planned longitudinal speed v of the chassis module on the initial docking pathc (t) and the speed difference compensation h obtained in step A1 v (t), and obtain the speed deviation e of the chassis module on the initial docking path v (t) = v c (t)+h v (t)-v s (t), and the speed deviation e v (t) Perform the following inner loop PID control to obtain the acceleration difference compensation h a (t):

[0064]

[0065] Among them, K p2 is the speed proportional coefficient, K i2 is the velocity integral coefficient, K d2 is the velocity differential coefficient.

[0066] Step A3: Based on the planned acceleration a of the chassis module on the initial docking path c (t), acceleration difference compensation h obtained in step A2 a (t), and the actual acceleration a of the chassis module on the initial docking path is obtained s (t) = a c (t)+h a (t).

[0067] Step A4: The actual acceleration a obtained in step A3 s (t), perform torque control of the chassis module to obtain the driving torque or braking torque of the chassis module.

[0068] In the present invention, the lateral error control adopts a model predictive control (MPC) method, and the MPC control method specifically includes the following steps:

[0069] Step B1: Construct a nonlinear kinematic discretized state space model for the chassis module as follows:

[0070]

[0071] Among them, the state variable matrix y(k) is the lateral position of the chassis module at time k, is the derivative of the lateral position of the chassis module at time k, is the yaw angle of the chassis module at time k, is the derivative of the yaw angle of the chassis module at time k, T represents the matrix transpose; the control increment at time k Δu(k) = u(k) - u(k-1); ω(k) represents the disturbance; k is an integer; the state variable augmentation coefficient Control variable augmentation coefficient Interference enhancement coefficient They are as follows:

[0072]

[0073] Here, A represents the conventional coefficient of state variables, B represents the conventional coefficient of control variables, and C represents the conventional coefficient of interference; I represents the 1 matrix, The "0" in represents the 0 matrix; and,

[0074]

[0075] Among them, the initial coefficient of state variable A0, the initial coefficient of control variable B0, and the initial coefficient of interference C0 are as follows:

[0076]

[0077] Where m represents the total mass of the chassis module and the cockpit module, I z represents the moment of inertia of the chassis module, a represents the distance from the front axle to the center of mass of the chassis module, b represents the distance from the rear axle to the center of mass of the chassis module, C f is the sum of the front wheel cornering stiffness of the chassis module, C r is the sum of the stiffness of the rear wheel side panels of the chassis module; δ represents the sampling time.

[0078] Step B2: Based on the predicted value of the state variable matrix obtained in step B1, establish the following objective function J(k):

[0079]

[0080] Among them, X ref (k) represents the reference value of the state variable matrix at time k, N c Represents the control time domain, N p represents the prediction time domain, Q represents the weight matrix of the state variable error, R represents the weight matrix of the control increment, ρ represents the relaxation factor weight, and ε represents the relaxation factor; ‖·‖ represents the modulus; j is a natural number, and j=1,2,…,,; l is a non-negative integer, and l=0,1,2,…,N c -1.

[0081] Step B3: According to the objective function J(k), the optimal control quantity sequence in the prediction time domain is obtained through rolling optimization solution. And return the first element in the sequence to step B1.

[0082] Step B4: Send Δu(k)+u(k-1) as the wheel angle command to the electric power steering system of the chassis module. The electric power steering system executes the angle command to achieve lateral control of the chassis module.

[0083] In the present invention, the steering angle increment Δu as the control increment is constrained to satisfy: Δu min ≤Δu(k+l)≤Δu max ; where Δu(k) is the discretization of Δu(t); Δu max , Δu min are the maximum and minimum values ​​of the steering angle increment respectively.

[0084] In the present invention, the sideslip angle β of the center of mass of the chassis module satisfies: in, β are the maximum and minimum values ​​of the sideslip angle of the center of mass of the chassis module, μ r is the road adhesion coefficient of the chassis module, g is the acceleration of gravity,

[0085] In the present invention, the yaw angular velocity γ of the chassis module satisfies: in, γ are the maximum and minimum values ​​of the yaw angular velocity, respectively.

[0086] An experimental device for docking tests of a split-type flying car includes: a test bench 1 for carrying a landing gear 3, a flight module, a cockpit module, and a camera 5; the landing gear 3 for parking the flight module; an integrated navigation system 4; four cameras 5; five sets of laser equipment 6; a control system; and a test system. Each set of laser equipment 6 includes a laser rangefinder 61 and a reflector 62. The integrated navigation system 4 includes a global navigation satellite system (GNSS) and an inertial measurement unit (IMU). The control system is mounted on the chassis module.

[0087] The integrated navigation system 4 is used to obtain the three-dimensional acceleration, three-dimensional velocity, three-dimensional angular acceleration, three-dimensional angular velocity, accuracy, and latitude of the cockpit module or chassis module, and record the docking motion trajectory of the cockpit module and the flight module; and send the docking motion trajectory to the test system.

[0088] Camera 5 is used to capture video images of the precise docking process between the cockpit module and the flight module, determine the position, direction and motion trajectory of the chassis module, and send the chassis motion trajectory to the test system.

[0089] The laser rangefinder 61 is used to emit a laser beam to the corresponding reflector 62 and receive the laser beam emitted by the corresponding reflector 62; the distance between the edge of the chassis module corresponding to the same side of the laser rangefinder 61 on the chassis module and the landing gear 3 on the same side is determined based on the laser beam emission time and reception time.

[0090] The reflector 62 is used to reflect the laser beam sent by the laser rangefinder 61 back to the laser rangefinder.

[0091] A control system is used for vehicle system verification; based on the received docking instructions, it receives the position information and attitude information of the flight module sent by the flight module; it obtains the surrounding environment information, and plans the initial docking path based on the docking conditions allowed by the environment, the position information and attitude information of the chassis module or the cockpit module; it controls the chassis module carrying the cockpit module along the initial docking path to enter the precise docking area within the landing gear range where the flight module is located; within the precise docking area, it identifies the identification image on the bottom of the flight module to obtain the current position error and attitude error of the flight module relative to the chassis module, performs local correction on the initial docking path, obtains the precise docking path, and sends the precise docking path to the test system; when the active module is controlled to approach the passive module along the precise docking path, the chassis module or the cockpit module adjusts its own position or attitude, and controls the chassis module to lift the cockpit module so that the docking points of the cockpit module and the flight module coincide and lock the docking points, thereby completing the docking process precisely.

[0092] The test system is used to collect and store the position, posture, precise docking path of the chassis module, chassis motion trajectory, and docking motion trajectory of the chassis module and cockpit module, and to analyze and replay the precise docking path, chassis motion trajectory, and docking motion trajectory of the active module.

[0093] Guardrails 2 are installed at intervals on the edges of the test bench 1, and the landing gear is installed on the test bench 1; the integrated navigation system 4 is installed at the geometric center of the chassis module. Figure 4 This is a distribution diagram of the sensor system in the split-type flying car docking test experimental device of the present invention. Figure 4 As shown, the four cameras 5 are respectively installed at the front, rear and two side wings of the cockpit module. The camera lens installed at the front is parallel to the vertical plane of the front, and the camera lens installed at the rear is parallel to the vertical plane of the rear. The cameras symmetrically installed on the two side wings are located between the corresponding front wheels and rear wheels; two laser rangefinders 61 are installed on one side wing of the chassis module, and are respectively located above the front wheel and the rear wheel on that side; two laser rangefinders 61 are installed on the other side wing of the chassis module, and are respectively located above the front wheel and the rear wheel on that side; one laser rangefinder 61 is installed at the rear of the chassis module, and is located between the two rear wheels; five reflectors 62 are installed on the landing gear, and correspond one to one with the above-mentioned five laser rangefinders 61.

[0094] In practice, the dimensions of Test Bench 1 are 15 meters long and 12 meters wide. With a load capacity of 2,000 kg, Test Bench 1 utilizes a steel frame structure equipped with four support columns and two crossbeams. This test bench is suitable for various models of split-type flying cars, ensuring safe and reliable testing. Furthermore, guardrails surrounding the test bench protect the split-type flying car and testers. The minimum height of the guardrails must not be lower than the height of the chassis module of the split-type flying car being tested, and the maximum spacing between the guardrails must not exceed the traversable width of the split-type flying car being tested.

[0095] In practical applications, the sensor system in the experimental device of the present invention includes: a combined navigation system 4 , four cameras 5 , and five groups of laser equipment 6 .

[0096] In summary, the sensor system in the experimental device for docking testing a split-type flying car described in the present invention includes an integrated navigation system, a camera, and a laser ranging device. The integrated navigation system acquires position and attitude information of the cockpit module and chassis module, and records the docking trajectory of the cockpit module and flight module. The camera captures video images of the precise docking of the cockpit module and flight module, as well as the position and motion trajectory of the chassis module. The laser ranging device is used to detect the distance between the split-type flying car and the surrounding landing gear. After completing vehicle verification and receiving docking instructions, the control system installed on the chassis module determines whether the surrounding environment meets the docking conditions based on the information collected by the sensor system and plans an initial docking path. The control system then controls the active module (i.e., the chassis module carrying the cabin module) along the initially planned path to enter a precise docking area within the landing gear range. Within the precise docking area, the control system makes local, precise corrections to the initial docking path based on the position and attitude errors between the flight module and the active module, ensuring coordination between the chassis module, cockpit module, and flight module, aligning and locking the docking points, and completing the precise docking process. The test system also analyzes the collected information and replays the precise docking trajectory and chassis motion trajectory, allowing for objective evaluation of the precise docking process. This demonstrates that the split-type flying car docking test apparatus described in this invention can complete the integrated testing of the three modules of the flying car, achieving synchronized positioning of the three modules and precise control of their path and docking trajectory.

[0097] In practical applications, the test system is also used to objectively evaluate the precise docking between the cockpit module and the flight module during analysis and playback.

[0098] In the test system of the present invention, the objective evaluation includes: docking success rate, chassis module positioning success rate, time required for chassis module positioning success, number of kneading times, time taken for the cockpit module and flight module to dock, average speed of the cockpit module and flight module to dock, speed of the chassis module lifting the cockpit module, and time taken for the chassis module to lift the cockpit module, as follows:

[0099] Docking success rate Among them, m1 represents the number of successful dockings between the cockpit module and the flight module, and n1 represents the number of docking commands issued.

[0100] Chassis module positioning success rate Among them, m2 represents the number of successful positioning of the chassis module, and n2 represents the total number of positioning times.

[0101] The number of times the chassis module switches from forward gear to reverse gear or from reverse gear to forward gear when the cockpit module and the flight module are docked.

[0102] Time required for successful positioning of chassis module t d =t2-t d1 ; Among them, t2 represents the time when the docking instruction is issued, t d1 The moment the chassis module is successfully positioned.

[0103] Time taken for the cockpit module to dock with the flight module q =t2-t q1 ; where t q1 Indicates the moment when the cockpit module and flight module are docked.

[0104] Average docking speed of cockpit module and flight module Where θ represents the number of docking speed samples from the time the docking command is issued to the time the cockpit module and the flight module are docked. v r represents the docking velocity of the rth sampling point; θ is a positive integer, r is a non-negative integer, and r = 0, 1, …, θ.

[0105] Time taken for chassis module to lift cockpit module j =t j2 -t j1 ; where t j2 Indicates the moment when the chassis module starts to lift, t j1 Indicates the moment when the cockpit module and flight module are docked.

[0106] In the device of the present invention, the environment allowing docking conditions are specifically:

[0107] Environment allows docking = (W <W max )∧(V>V min )∧(S>S min )∧O∧P;

[0108] Where W represents wind speed, W max Indicates the maximum allowable wind speed; V indicates visibility, V min Indicates the minimum required visibility; S indicates the landing gear size, S min Indicates the minimum allowable landing gear size; O indicates obstacle information; P indicates path information.

[0109] In the device of the present invention, the obstacle information O is the horizontal distance d between the i-th obstacle and the split flying car. i ; The absence of obstacles on the initial docking path is represented by: d i >d safe ; Among them, d safe Represents the safety distance, i is a natural number,

[0110] In the device of the present invention, the path information P includes: the width W of the initial docking path path , the length of the initial docking path L path , width of landing gear W gear , the length of the landing gear L gear ; and the path information P satisfies: the width of the initial docking path should be less than the width of the landing gear minus the safety margin:

[0111] W path <W gear -W safe ;

[0112] The length of the initial docking path should be less than the length of the landing gear plus a safety margin:

[0113] L path <L gear -L safe ;

[0114] Among them, W safe Indicates the width safety margin of the initial docking path, L safe Indicates the length safety margin of the initial docking path.

[0115] In the device of the present invention, the active module locally corrects the initial docking path. Specifically, the control system uses longitudinal and lateral error control to accurately plan the initial docking trajectory. The active module approaches the passive module along the precise docking path. Specifically, the cockpit module, driven by the control system, approaches the parked flight module along the precise docking path.

[0116] In the device of the present invention, the longitudinal error control adopts a dual proportional integral differential control method, which includes the following steps:

[0117] Step A1: Obtain the actual position p of the chassis module on the initial docking path s (t), and according to the planned position p of the chassis module on the initial docking path c (t), and obtain the position deviation e of the chassis module on the initial docking path p (t) = p c (t)-p s (t), and the position deviation e p (t) Perform the following outer loop PID control to obtain the speed difference compensation h v (t):

[0118]

[0119] Among them, K p1 is the position proportional coefficient, K i1 is the position integral coefficient, K d1 is the position differential coefficient; t is the time.

[0120] Step A2: Obtain the actual longitudinal speed v of the chassis module on the initial docking path s (t), and according to the planned longitudinal speed v of the chassis module on the initial docking path c (t) and the speed difference compensation h obtained in step A1 v (t), and obtain the speed deviation e of the chassis module on the initial docking path v (t) = v c (t)+h v (t)-v s (t), and the speed deviation e v (t) Perform the following inner loop PID control to obtain the acceleration difference compensation h a (t):

[0121]

[0122] Among them, K p2 is the speed proportional coefficient, K i2 is the velocity integral coefficient, K d2 is the velocity differential coefficient.

[0123] Step A3: Based on the planned acceleration a of the chassis module on the initial docking path c (t), acceleration difference compensation h obtained in step A2 a (t), and the actual acceleration a of the chassis module on the initial docking path is obtained s (t) = a c (t)+h a (t).

[0124] Step A4: The actual acceleration a obtained in step A3 s (t), perform torque control of the chassis module to obtain the driving torque or braking torque of the chassis module.

[0125] In the device of the present invention, the lateral error control adopts a model predictive control method, which includes the following steps:

[0126] Step B1: Construct a nonlinear kinematic discretized state space model for the chassis module as follows:

[0127]

[0128] Among them, the state variable matrix y(k) is the lateral position of the chassis module at time k, is the derivative of the lateral position of the chassis module at time k, is the yaw angle of the chassis module at time k, is the derivative of the yaw angle of the chassis module at time k, T represents the matrix transpose; the control increment at time k Δu(k) = u(k) - u(k-1); ω(k) represents the disturbance; k is an integer; the state variable augmentation coefficient Control variable augmentation coefficient Interference enhancement coefficient They are as follows:

[0129]

[0130] Here, A represents the conventional coefficient of state variables, B represents the conventional coefficient of control variables, and C represents the conventional coefficient of interference; I represents the 1 matrix, The "0" in represents the 0 matrix; and,

[0131]

[0132] Among them, the initial coefficient of state variable A0, the initial coefficient of control variable B0, and the initial coefficient of interference C0 are as follows:

[0133]

[0134] Where m represents the total mass of the chassis module and the cockpit module, I z represents the moment of inertia of the chassis module, a represents the distance from the front axle to the center of mass of the chassis module, b represents the distance from the rear axle to the center of mass of the chassis module, C f is the sum of the front wheel cornering stiffness of the chassis module, C r is the sum of the stiffness of the rear wheel side panels of the chassis module; δ represents the sampling time.

[0135] Step B2: Based on the predicted value of the state variable matrix obtained in step B1, establish the following objective function J(k):

[0136]

[0137] wherein X ref (k) represents the state variable matrix at time k, N c represents the control time domain, N p represents the prediction time domain, Q represents the weight matrix of state variable error, R represents the weight matrix of control increment, ρ represents the weight of relaxation factor, and ε represents the relaxation factor; ‖·‖ represents the modulus; j is a natural number, and j = 1, 2, …, ; l is a non-negative integer, and l = 0, 1, 2, …, N c -1.

[0138] Step B3, according to the target function J(k), the optimal control quantity sequence in the prediction time domain is obtained by rolling optimization and the first element in the sequence is returned to step B1.

[0139] Step B4, Δu(k) + u(k-1) is sent to the electric power steering system of the chassis module as the wheel steering angle instruction, and the electric power steering system executes the steering angle instruction to realize the lateral control of the chassis module.

[0140] In the device, the steering angle increment Δu as the control increment satisfies: Δu min ≤ Δu(k+l) ≤ Δu max ; wherein Δu(k) is the discretization of Δu(t); Δu max , and Δu min are the maximum value and the minimum value of the steering angle increment respectively.

[0141] In the device, the side slip angle β of the center of mass of the chassis module satisfies: wherein β are the maximum value and the minimum value of the side slip angle of the center of mass of the chassis module respectively, μ r is the road adhesion coefficient of the chassis module, and g is the acceleration of gravity.

[0142] In the device, the yaw rate γ of the chassis module satisfies: wherein γ are the maximum value and the minimum value of the yaw rate respectively.

[0143] In summary, the above is only a preferred embodiment of the present application, and is not used to limit the protection scope of the present application. Any modification, equivalent replacement, improvement, etc. made within the spirit and principles of the present application shall be included in the protection scope of the present application.

Claims

1. An experimental method for docking test of a split-type flying car, characterized in that: The experimental method comprises the following steps: Step 1: At the beginning of the docking test, the split flying car first completes the system calibration of the entire vehicle to ensure its normal operation; Step 2: The split flying car sends its position and attitude information to the cockpit module and chassis module as active modules according to the received docking command. Step 3: The active module uses its own cameras and lidar to obtain information about the surrounding environment. Step 4: The chassis module plans an initial docking path based on the docking conditions allowed by the environment, the position information of the active module, and the attitude information of the active module. Then, it follows the initial docking path to enter the precise docking area within the landing gear range where the passive module is located. Step 5: In the precise docking area, the active module uses its own camera to identify the identification image on the bottom of the passive module to obtain the current position error and attitude error of the active module relative to the passive module. The active module then makes a partial correction to the initial docking path to obtain a precise docking path. Step 6: When the active module approaches the passive module along the precise docking path, the chassis module or cockpit module adjusts its position or attitude, and the chassis module lifts the cockpit module so that the docking points of the cockpit module and the flight module coincide and lock, completing the docking process precisely. In step 5, the active module performs local correction on the initial docking path. Specifically, the chassis module uses longitudinal error control and lateral error control to perform local precise planning on the initial docking trajectory. The lateral error control adopts an MPC control method, and the MPC control method specifically includes the following steps: Step B1: Construct a nonlinear kinematic discretized state space model for the chassis module as follows: Among them, the state variable matrix y(k) is the lateral position of the chassis module at time k, is the derivative of the lateral position of the chassis module at time k, is the yaw angle of the chassis module at time k, is the derivative of the yaw angle of the chassis module at time k, T represents the matrix transpose; the control increment at time k Δu(k) = u(k) - u(k-1); ω(k) represents the disturbance; k is an integer; the state variable augmentation coefficient Control variable augmentation coefficient Interference enhancement coefficient They are as follows: Here, A represents the conventional coefficient of state variables, B represents the conventional coefficient of control variables, and C represents the conventional coefficient of interference; I represents the 1 matrix, The "0" in represents the 0 matrix; and, Among them, the initial coefficient of state variable A0, the initial coefficient of control variable B0, and the initial coefficient of interference C0 are as follows: Where m represents the total mass of the chassis module and the cockpit module, I z represents the moment of inertia of the chassis module, a represents the distance from the front axle to the center of mass of the chassis module, b represents the distance from the rear axle to the center of mass of the chassis module, C f is the sum of the front wheel cornering stiffness of the chassis module, C r is the sum of the stiffness of the rear wheel side panels of the chassis module; δ represents the sampling time; Step B2: Based on the predicted value of the state variable matrix obtained in step B1, establish the following objective function J(k): Among them, X ref (k) represents the reference value of the state variable matrix at time k, N c Represents the control time domain, N p represents the prediction time domain, Q represents the weight matrix of the state variable error, R represents the weight matrix of the control increment, ρ represents the relaxation factor weight, and ε represents the relaxation factor; ‖·‖ represents the modulus; j is a natural number, and j=1,2,…,,; l is a non-negative integer, and l=0,1,2,…,N c -1; Step B3: According to the objective function J(k), the optimal control quantity sequence in the prediction time domain is obtained through rolling optimization solution. And return the first element in the sequence to step B1; Step B4: Send Δu(k)+u(k-1) as the wheel angle command to the electric power steering system of the chassis module. The electric power steering system executes the angle command to achieve lateral control of the chassis module.

2. The experimental method for docking test of a split-type flying car according to claim 1, characterized in that: In step 3, the environment allows docking conditions specifically as follows: Environment allows docking = (W <W max )∧(V>V min )∧(S>S min )∧O∧P; Where W represents wind speed, W max Indicates the maximum allowable wind speed; V indicates visibility, V min Indicates the minimum required visibility; S indicates the landing gear size, S min Indicates the minimum allowable landing gear size; O indicates obstacle information; P indicates path information.

3. The experimental method for docking test of a split-type flying car according to claim 2, characterized in that: The obstacle information O is the horizontal distance d between the i-th obstacle and the split flying car. i ; The absence of obstacles on the initial docking path is represented by: d i >d safe ; Among them, d safe Represents the safety distance, i is a natural number; The path information P includes: the width W of the initial docking path path , the length of the initial docking path L path , width of landing gear W gear , the length of the landing gear L gear ; and the path information P satisfies: the width of the initial docking path should be less than the width of the landing gear minus the safety margin: IN path <W gear -IN safe The length of the initial docking path should be less than the length of the landing gear plus a safety margin: L path <L gear -L safe Among them, W safe Indicates the width safety margin of the initial docking path, L safe Indicates the length safety margin of the initial docking path.

4. The experimental method for docking test of a split-type flying car according to claim 1 or 3, characterized in that: In step 6, the active module approaches the passive module along the precise docking path. Specifically, the cockpit module approaches the flight module in the parked state along the precise docking path under the drive of the chassis module.

5. The experimental method for docking test of a split-type flying car according to claim 4, characterized in that: The longitudinal error control adopts a dual PID control method, and the dual PID control method includes the following steps: Step A1: Obtain the actual position p of the chassis module on the initial docking path s (t), and according to the planned position p of the chassis module on the initial docking path c (t), and obtain the position deviation e of the chassis module on the initial docking path p (t) = p c (t)-p s (t), and the position deviation e p (t) Perform the following outer loop PID control to obtain the speed difference compensation h v (t): Among them, K p1 is the position proportional coefficient, K i1 is the position integral coefficient, K d1 is the position differential coefficient; t is the time; Step A2: Obtain the actual longitudinal speed v of the chassis module on the initial docking path s (t), and according to the planned longitudinal speed v of the chassis module on the initial docking path c (t) and the speed difference compensation h obtained in step A1 v (t), and obtain the speed deviation e of the chassis module on the initial docking path v (t) = v c (t)+h v (t)-v s (t), and the speed deviation e v (t) Perform the following inner loop PID control to obtain the acceleration difference compensation h a (t): Among them, K p2 is the speed proportional coefficient, K i2 is the velocity integral coefficient, K d2 is the velocity differential coefficient; Step A3: Based on the planned acceleration a of the chassis module on the initial docking path c (t), acceleration difference compensation h obtained in step A2 a (t), and the actual acceleration a of the chassis module on the initial docking path is obtained s (t) = a c (t)+h a (t); Step A4: The actual acceleration a obtained in step A3 s (t), perform torque control of the chassis module to obtain the driving torque or braking torque of the chassis module.

6. The experimental method for docking test of a split-type flying car according to claim 1, characterized in that: The steering angle increment Δu as the control increment is constrained to satisfy: Δu min ≤Δu(k+l)≤Δu max ; where Δu(k) is the discretization of Δu(t); Δu max , Δu min are the maximum and minimum values ​​of the steering angle increment respectively; The sideslip angle β of the center of mass of the chassis module satisfies: in, β is the maximum and minimum values ​​of the sideslip angle of the center of mass of the chassis module, μ r is the road adhesion coefficient of the chassis module, g is the acceleration due to gravity; The yaw rate γ of the chassis module satisfies: in, γ are the maximum and minimum values ​​of the yaw angular velocity, respectively.

7. The experimental method for docking test of a split-type flying car according to claim 1, characterized in that: The experimental method further comprises the following steps: Step 7: Objectively evaluate the precise docking between the cockpit module and the flight module.

8. The experimental method for docking test of a split-type flying car according to claim 7, characterized in that: In step 7, the objective evaluation includes: docking success rate, chassis module positioning success rate, time required for chassis module positioning success, number of kneading times, time taken for the cockpit module and flight module to dock, average speed of the cockpit module and flight module docking, speed of the chassis module lifting the cockpit module, and time taken for the chassis module to lift the cockpit module, as follows: Docking success rate Among them, m1 represents the number of successful dockings between the cockpit module and the flight module, and n1 represents the number of docking commands issued; Chassis module positioning success rate Among them, m2 represents the number of successful positioning of the chassis module, and n2 represents the total number of positioning times; The number of times the chassis module switches from forward gear to reverse gear or from reverse gear to forward gear when the cockpit module and the flight module are docked; Time required for successful positioning of chassis module t d =t2-t d1 ; Among them, t2 represents the time when the docking instruction is issued, t d1 The moment when the chassis module is successfully positioned; Time taken for the cockpit module to dock with the flight module q =t2-t q1 ; where t q1 Indicates the moment when the cockpit module and flight module are docked; Average docking speed of cockpit module and flight module Where θ represents the number of docking speed samples from the time the docking command is issued to the time the cockpit module and the flight module are docked. v r represents the docking velocity of the rth sampling point; θ is a positive integer, r is a non-negative integer, and r=0,1,…,θ; Time taken for chassis module to lift cockpit module j =t j2 -t j1 ; where t j2 Indicates the moment when the chassis module starts to lift, t j1 Indicates the moment when the cockpit module and flight module are docked.

9. An experimental device for docking test of a split flying car, characterized in that: The experimental device includes: a test bench for carrying landing gear, flight module, cockpit module, and camera; a landing gear for parking the flight module; an integrated navigation system; four cameras; five sets of laser equipment; a control system; and a test system; wherein each set of laser equipment includes a laser rangefinder and a reflector; the integrated navigation system includes a global navigation satellite system and an inertial measurement unit; and the control system is installed on the chassis module. The integrated navigation system is used to obtain the three-dimensional acceleration, three-dimensional velocity, three-dimensional angular acceleration, three-dimensional angular velocity, accuracy, and latitude of the cockpit module or chassis module, and record the docking motion trajectory of the cockpit module and the flight module; and send the docking motion trajectory to the test system; The camera is used to capture video images of the precise docking process between the cockpit module and the flight module, determine the position, orientation, and motion trajectory of the chassis module, and send the chassis motion trajectory to the test system; A laser rangefinder is configured to transmit a laser beam toward a corresponding reflector and receive a laser beam transmitted back from the corresponding reflector; and to determine the distance between the edge of the chassis module corresponding to the same side of the laser rangefinder as the chassis module and the landing gear on the same side based on the emission and reception times of the laser beams. a reflector, used for reflecting the laser beam sent by the laser rangefinder back to the laser rangefinder; A control system is used for vehicle system verification; based on the received docking instructions, it receives the position information and attitude information of the flight module sent by the flight module; it obtains the surrounding environment information, and plans the initial docking path based on the docking conditions allowed by the environment, the position information and attitude information of the chassis module or the cockpit module; it controls the chassis module to carry the cockpit module along the initial docking path to enter the precise docking area within the landing gear range where the flight module is located; within the precise docking area, it identifies the identification image on the bottom of the flight module to obtain the current position error and attitude error of the flight module relative to the chassis module, performs local correction on the initial docking path, obtains the precise docking path, and sends the precise docking path to the test system; when the active module is controlled to approach the passive module along the precise docking path, the chassis module or the cockpit module adjusts its own position or attitude, and controls the chassis module to lift the cockpit module so that the docking points of the cockpit module and the flight module coincide and lock the docking points, thus completing the docking process precisely; The test system is used to collect and store the position and posture of the chassis module and cockpit module, the precise docking path of the chassis module, the chassis motion trajectory, and the docking motion trajectory, and to analyze and replay the precise docking path, chassis motion trajectory, and docking motion trajectory of the active module; Guardrails are installed at intervals around the edges of the test bench, and the landing gear is installed on the test bench; the integrated navigation system is installed at the geometric center of the chassis module; four cameras are installed at the front, rear and two side wings of the cockpit module, with the camera lens installed at the front parallel to the vertical plane of the front, and the camera lens installed at the rear parallel to the vertical plane of the rear; the cameras symmetrically installed on the two side wings are located between the corresponding front and rear wheels; two laser rangefinders are installed on one side wing of the chassis module, and are respectively located above the front wheel and above the rear wheel on that side; two laser rangefinders are installed on the other side wing of the chassis module, and are respectively located above the front wheel and above the rear wheel on that side; one laser rangefinder is installed at the rear of the chassis module, and is located between the two rear wheels; five reflectors are installed on the landing gear, and correspond one to one with the above five laser rangefinders; The active module performs local correction on the initial docking path, specifically: the control system uses longitudinal error control and lateral error control to perform local precise planning on the initial docking trajectory; The lateral error control adopts the MPC control method, including the following steps: Step B1: Construct a nonlinear kinematic discretized state space model for the chassis module as follows: Among them, the state variable matrix y(k) is the lateral position of the chassis module at time k, is the derivative of the lateral position of the chassis module at time k, is the yaw angle of the chassis module at time k, is the derivative of the yaw angle of the chassis module at time k, T represents the matrix transpose; the control increment at time k Δu(k) = u(k) - u(k-1); ω(k) represents the disturbance; k is an integer; the state variable augmentation coefficient Control variable augmentation coefficient Interference enhancement coefficient They are as follows: Here, A represents the conventional coefficient of state variables, B represents the conventional coefficient of control variables, and C represents the conventional coefficient of interference; I represents the 1 matrix, The "0" in represents the 0 matrix; and, Among them, the initial coefficient of state variable A0, the initial coefficient of control variable B0, and the initial coefficient of interference C0 are as follows: Where m represents the total mass of the chassis module and the cockpit module, I z represents the moment of inertia of the chassis module, a represents the distance from the front axle to the center of mass of the chassis module, b represents the distance from the rear axle to the center of mass of the chassis module, C f is the sum of the front wheel cornering stiffness of the chassis module, C r is the sum of the stiffness of the rear wheel side panels of the chassis module; δ represents the sampling time; Step B2: Based on the predicted value of the state variable matrix obtained in step B1, establish the following objective function J(k): Among them, X ref (k) represents the reference value of the state variable matrix at time k, N c Represents the control time domain, N p represents the prediction time domain, Q represents the weight matrix of the state variable error, R represents the weight matrix of the control increment, ρ represents the relaxation factor weight, and ε represents the relaxation factor; ‖·‖ represents the modulus; j is a natural number, and j=1,2,…,,; l is a non-negative integer, and l=0,1,2,…,N c -1; Step B3: According to the objective function J(k), the optimal control quantity sequence in the prediction time domain is obtained through rolling optimization solution. And return the first element in the sequence to step B1; Step B4: Send Δu(k)+u(k-1) as the wheel angle command to the electric power steering system of the chassis module. The electric power steering system executes the angle command to achieve lateral control of the chassis module.

10. The experimental device for docking test of a split-type flying car according to claim 9, characterized in that: The specific conditions for the environment to allow docking are: Environment allows docking = (W <W max )∧(V>V min )∧(S>S min )∧O∧P; Where W represents wind speed, W max Indicates the maximum allowable wind speed; V indicates visibility, V min Indicates the minimum required visibility; S indicates the landing gear size, S min Indicates the minimum allowable landing gear size; O indicates obstacle information; P indicates path information.

11. The experimental device for docking test of a split-type flying car according to claim 10, characterized in that: The obstacle information O is the horizontal distance d between the i-th obstacle and the split flying car. i ; The absence of obstacles on the initial docking path is represented by: d i >d safe ; Among them, d safe Represents the safety distance, i is a natural number; The path information P includes: the width W of the initial docking path path , the length of the initial docking path L path , landing gear width W gear , the length of the landing gear L gear ; and the path information P satisfies: the width of the initial docking path should be less than the width of the landing gear minus the safety margin: IN path <W gear -IN safe The length of the initial docking path should be less than the length of the landing gear plus a safety margin: L path <L gear -L safe Among them, W safe Indicates the width safety margin of the initial docking path, L safe Indicates the length safety margin of the initial docking path.

12. The experimental device for docking test of a split-type flying car according to claim 9, characterized in that: The active module approaches the passive module along the precise docking path. Specifically, the cockpit module approaches the flight module in the parked state along the precise docking path under the drive of the control system.

13. The experimental device for docking test of a split-type flying car according to claim 12, characterized in that: The longitudinal error control adopts a dual PID control method, including the following steps: Step A1: Obtain the actual position p of the chassis module on the initial docking path s (t), and according to the planned position p of the chassis module on the initial docking path c (t), and obtain the position deviation e of the chassis module on the initial docking path p (t) = p c (t)-p s (t), and the position deviation e p (t) Perform the following outer loop PID control to obtain the speed difference compensation h v (t): Among them, K p1 is the position proportional coefficient, K i1 is the position integral coefficient, K d1 is the position differential coefficient; t is the time; Step A2: Obtain the actual longitudinal speed v of the chassis module on the initial docking path s (t), and according to the planned longitudinal speed v of the chassis module on the initial docking path c (t) and the speed difference compensation h obtained in step A1 v (t), and obtain the speed deviation e of the chassis module on the initial docking path v (t) = v c (t)+h v (t)-v s (t), and the speed deviation e v (t) Perform the following inner loop PID control to obtain the acceleration difference compensation h a (t): Among them, K p2 is the speed proportional coefficient, K i2 is the velocity integral coefficient, K d2 is the velocity differential coefficient; Step A3: Based on the planned acceleration a of the chassis module on the initial docking path c (t), acceleration difference compensation h obtained in step A2 a (t), and the actual acceleration a of the chassis module on the initial docking path is obtained s (t) = a c (t)+h a (t); Step A4: The actual acceleration a obtained in step A3 s (t), perform torque control of the chassis module to obtain the driving torque or braking torque of the chassis module.

14. The experimental device for docking test of a split-type flying car according to claim 13, characterized in that: The steering angle increment Δu as the control increment is constrained to satisfy: Δu min ≤Δu(k+l)≤Δu max ; where Δu(k) is the discretization of Δu(t); Δu max , Δu min are the maximum and minimum values ​​of the steering angle increment respectively; The sideslip angle β of the center of mass of the chassis module satisfies: in, β is the maximum and minimum values ​​of the sideslip angle of the center of mass of the chassis module, μ r is the road adhesion coefficient of the chassis module, g is the acceleration due to gravity; The yaw rate γ of the chassis module satisfies: in, γ are the maximum and minimum values ​​of the yaw angular velocity, respectively.

15. The experimental device for docking test of a split-type flying car according to claim 9 or 14, characterized in that: The test system is also used to objectively evaluate the precise docking of the cockpit module and the flight module during analysis and playback.

16. The experimental device for docking test of a split-type flying car according to claim 15, characterized in that: The objective evaluation includes: docking success rate, chassis module positioning success rate, time required for chassis module positioning success, number of rubbing times, time taken for the cockpit module and flight module to dock, average speed of the cockpit module and flight module to dock, speed of the chassis module lifting the cockpit module, and time taken for the chassis module to lift the cockpit module, as follows: Docking success rate Among them, m1 represents the number of successful dockings between the cockpit module and the flight module, and n1 represents the number of docking commands issued; Chassis module positioning success rate Among them, m2 represents the number of successful positioning of the chassis module, and n2 represents the total number of positioning times; The number of times the chassis module switches from forward gear to reverse gear or from reverse gear to forward gear when the cockpit module and the flight module are docked; Time required for successful positioning of chassis module t d =t2-t d1 ; Among them, t2 represents the time when the docking instruction is issued, t d1 The moment when the chassis module is successfully positioned; Time taken for the cockpit module to dock with the flight module q =t2-t q1 ; where t q1 Indicates the moment when the cockpit module and flight module are docked; Average docking speed of cockpit module and flight module Where θ represents the number of docking speed samples from the time the docking command is issued to the time the cockpit module and the flight module are docked. v r represents the docking velocity of the rth sampling point; δ is a positive integer, r is a non-negative integer, and r=0,1,…,θ; Time taken for chassis module to lift cockpit module j =t j2 -t j1 ; where t j2 Indicates the moment when the chassis module starts to lift, t j1 Indicates the moment when the cockpit module and flight module are docked.

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