Multi-marshalling rubber-tyred vehicle pull-in steering control method

Abstract

The invention discloses a multi-marshalling rubber-tyred vehicle pull-in steering control method. The method comprises the following steps that the pull-in state of each shaft of a multi-marshalling rubber-tyred vehicle is obtained; the station entering state of each shaft is analyzed in sequence, and whether the current station entering shaft meets a preset rotation angle control condition or not is judged; if yes, the multi-marshalling rubber-tyred vehicle behind the pull-in shaft enters a low-speed pull-in control mode, and corner control is conducted on a rear shaft connected with the current pull-in shaft; and if not, the multi-marshalling rubber wheel vehicle behind the pull-in shaft enters a normal driving control mode, and turning angle control over the rear shaft of the current pull-in shaft is skipped. Judging whether the multi-marshalling rubber-tyred vehicle stops at the whole vehicle platform; if yes, stopping vehicle pull-in steering control; and if not, continuing to analyze the pull-in state of each subsequent shaft.

Description

Technical Field

[0001] The present invention relates to the field of mechanical design and manufacturing, and particularly to a method for controlling the turning of a multi - formation rubber - tired vehicle when entering a station. Background Art

[0002] During the process of a multi - formation rubber - tired vehicle entering a station in a straight line, due to the long vehicle length, it is difficult to control the distance between the vehicle and the platform, which has a great impact on the safety anxiety of the driver's operation and the safety of passengers getting on and off the vehicle. As the formation increases and the vehicle body length becomes larger, the deviation of the distance between the vehicle and the platform is even more difficult to control, and the risk of scratching between the vehicle body and the platform increases, which increases the driver's psychological anxiety during operation and also increases the safety risk during the process of passengers getting on and off the vehicle. Summary of the Invention

[0003] The following gives a brief overview of one or more aspects to provide a basic understanding of these aspects. This overview is not an exhaustive survey of all contemplated aspects, and is neither intended to identify key or decisive elements of all aspects nor to define the scope of any or all aspects. Its sole purpose is to present some concepts of one or more aspects in a simplified form as a prelude to the more detailed description that follows.

[0004] The purpose of the present invention is to solve the above problems, and provides a method for controlling the turning of a multi - formation rubber - tired vehicle when entering a station. For the corner control of a multi - formation rubber - tired vehicle in a low - speed station - entry scenario, a special corner control strategy is set, so that the multi - formation rubber - tired vehicle automatically controls the turning of each vehicle under the condition of low speed and small corner.

[0005] The technical solution of the present invention is as follows:

[0006] The present invention provides a method for controlling the turning of a multi - formation rubber - tired vehicle when entering a station, including the following steps:

[0007] Obtain the entry state of each axle of the multi - formation rubber - tired vehicle;

[0008] Analyze the entry state of each axle in turn, and judge whether the current entry axle meets the preset corner control conditions; if so, the multi - formation rubber - tired vehicle behind the entry axle enters the low - speed station - entry control mode, and performs corner control on the rear axle connected to the current entry axle; if not, the multi - formation rubber - tired vehicle behind the entry axle enters the normal driving control mode, and skips the corner control of the rear axle of the current entry axle;

[0009] Judge whether the multi - formation rubber - tired vehicle has completed the whole - station platform stop; if so, end the vehicle - entry turning control; if not, continue to analyze the entry state of the subsequent axles.

[0010] According to an embodiment of the multi - formation rubber - tired vehicle approach - station steering control method of the present invention, the approach - station state of the multi - formation rubber - tired vehicle axle includes the current approach - station axle rotation angle, rotation speed, and the clearance value between the vehicle body and the platform between the approach - station axle and the subsequent axle at the same height; wherein, after the multi - formation rubber - tired vehicle approach - station steering control method obtains the current approach - station axle rotation angle, rotation speed, and the clearance value between the vehicle body and the platform between the approach - station axle and the subsequent axle at the same height, it compares the obtained current approach - station axle state with the preset corner - control conditions to determine whether to perform corner - control on the subsequent axle of the current approach - station axle.

[0011] According to an embodiment of the multi - formation rubber - tired vehicle approach - station steering control method of the present invention, the multi - formation rubber - tired vehicle approach - station steering control method presets a corner - control range and a corner - control speed as the corner - control conditions according to cornering experience; wherein, if the current approach - station axle rotation angle is within the preset corner - control range and the rotation speed is less than the preset corner - control speed, the multi - formation rubber - tired vehicle behind the approach - station axle enters the low - speed approach - station control mode and starts to perform corner - control on the subsequent axle of the current approach - station axle; otherwise, the multi - formation rubber - tired vehicle behind the approach - station axle enters the normal driving control mode and there is no need to perform corner - control on the subsequent axle of the current approach - station axle.

[0012] According to an embodiment of the multi - formation rubber - tired vehicle approach - station steering control method of the present invention, when performing corner - control on the subsequent axle of the current approach - station axle, the multi - formation rubber - tired vehicle approach - station steering control method adopts a corresponding corner - control strategy according to the parity of the next axle to perform corner - control on the next axle.

[0013] According to an embodiment of the multi - formation rubber - tired vehicle approach - station steering control method of the present invention, when the next axle to be cornered is an even - numbered axle, the corner - control strategy for the next axle is as follows:

[0014]

[0015] ; where n represents the approach - station axle number, and n + 1 represents the next axle number to be corner - controlled.

[0016] δ n+1 represents the rotation angle of the next axle, l n represents the clearance between the current approach - station axle and the platform, l n+1 represents the clearance between the next axle and the platform.

[0017] According to an embodiment of the multi - formation rubber - tired vehicle approach - station steering control method of the present invention, the calculation formula of k n is as follows:

[0018]

[0019] ; where n represents the approach - station axle number.

[0020] a n represents the distance from the centroid of the multi - formation rubber - tired vehicle to the approaching station axle,

[0021] b n represents the distance from the centroid of the multi - formation rubber - tired vehicle to the next axle after the approaching station axle,

[0022] k rn represents the cornering stiffness of the approaching station axle,

[0023] k fn represents the cornering stiffness of the next axle.

[0024] According to an embodiment of the method for controlling the approaching - station steering of a multi - formation rubber - tired vehicle according to the present invention, when the next axle of the angle to be turned is an odd - numbered axle, the cornering control strategy for the next axle is as follows:

[0025]

[0026] ; where n represents the number of the approaching station axle, and n + 1 represents the number of the next axle for which the cornering control is to be performed,

[0027] δ n+1 represents the angle of the next axle, l n represents the gap between the current approaching station axle and the platform, l n+1 represents the gap between the next axle and the platform.

[0028] According to an embodiment of the method for controlling the approaching - station steering of a multi - formation rubber - tired vehicle according to the present invention, the method for controlling the approaching - station steering of the multi - formation rubber - tired vehicle is respectively provided with distance sensors at the head position and the tail position of the multi - formation rubber - tired vehicle below the platform height, for measuring the gap values between the vehicle body and the platform between the approaching station axle and the successive rear axle at the same height.

[0029] According to an embodiment of the method for controlling the approaching - station steering of a multi - formation rubber - tired vehicle according to the present invention, the method for controlling the approaching - station steering of the multi - formation rubber - tired vehicle is respectively provided with angle sensors on each axle, for measuring the angle of each axle.

[0030] The present invention also discloses a computer - readable medium storing computer program code, characterized in that the computer program code, when executed by a processor, implements the method according to any one of claims 1 - 9.

[0031] The present invention has the following beneficial effects compared with the prior art: For the corner control of multi - formation rubber - tired vehicles in the low - speed approach scenario, the present invention sets up a special corner control strategy, enabling the multi - formation rubber - tired vehicles to automatically control the cornering of each vehicle under the conditions of low speed and small corner, thereby improving the straightness of the approach adjustment, reducing the distance deviation between the vehicle and the platform, and further facilitating the driver to control the vehicle attitude to facilitate passengers getting on and off. Through the present invention, the risks of passengers falling when getting on and off due to inconsistent gaps between the vehicle and the platform and the risk of the vehicle scratching the platform are reduced, the running stability and coordination of the multi - formation rubber - tired vehicles are improved, and the safety and reliability of train operation are ensured. BRIEF DESCRIPTION OF THE DRAWINGS

[0032] After reading the detailed description of the embodiments of the present disclosure in conjunction with the following drawings, the above - mentioned features and advantages of the present invention can be better understood. In the drawings, the components are not necessarily drawn to scale, and components with similar relevant characteristics or features may have the same or similar reference numerals.

[0033] Figure 1 FIG. is a flowchart showing an embodiment of the method for controlling the approach and turning of a multi - formation rubber - tired vehicle of the present invention.

[0034] Figure 2 FIG. is a schematic diagram showing an embodiment of a multi - formation rubber - tired vehicle of the present invention.

[0035] Figure 3 FIG. is a schematic diagram showing an embodiment of the turning control of a multi - formation rubber - tired vehicle of the present invention. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0036] The following describes the present invention in detail with reference to the drawings and specific embodiments. Note that the aspects described below in conjunction with the drawings and specific embodiments are merely exemplary and should not be construed as imposing any limitation on the protection scope of the present invention.

[0037] Disclosed herein is an embodiment of a method for controlling the approach and turning of a multi - formation rubber - tired vehicle. Figure 1 FIG. is a flowchart showing an embodiment of the method for controlling the approach and turning of a multi - formation rubber - tired vehicle of the present invention. Please refer to Figure 1 , and the following is a detailed description of each step of the method for controlling the approach and turning of a multi - formation rubber - tired vehicle.

[0038] Step S1: Obtain the approach states of each axle of the multi - formation rubber - tired vehicle.

[0039] In this embodiment, for a multi - formation rubber - tired vehicle in a specific low - speed straight - line approach scenario to the platform, with the platform as the reference and the goal of reducing the clearance deviation between the vehicle and the platform, a steering algorithm and strategy for the multi - formation rubber - tired vehicle when approaching the station are designed to control the steering angles of each axle of the multi - formation rubber - tired vehicle, so as to ensure the consistency of the distance between the vehicle body and the platform after the multi - formation rubber - tired vehicle stops at the station. This is to facilitate the driver in controlling the vehicle attitude, reduce the risk of passengers falling when getting on and off the vehicle, and the risk of the vehicle scraping against the platform during the approach process, and improve the safety and stability of vehicle operation.

[0040] Specifically, in this embodiment, before controlling the steering of the multi - formation rubber - tired vehicle when approaching the station, first, the approach states of each axle of the multi - formation rubber - tired vehicle need to be obtained, and then the steering angles of each axle of the multi - formation rubber - tired vehicle are controlled based on the obtained approach states of each axle. Among them, the approach states of each axle of the multi - formation rubber - tired vehicle include the current approach axle steering angle, the steering speed, and the clearance value between the vehicle body and the platform between the approach axle and the consecutive rear axle at the same height. After the user obtains the current approach axle steering angle, the steering speed of the multi - formation rubber - tired vehicle, and the clearance value between the vehicle body and the platform between the approach axle and the consecutive rear axle at the same height, the obtained current approach axle state is compared with the preset steering angle control conditions to determine whether to control the steering angle of the rear axle of the current approach axle.

[0041] Step S2: Analyze the approach states of each axle in turn to determine whether the current approach axle meets the preset steering angle control conditions; if so, the multi - formation rubber - tired vehicle behind the approach axle enters the low - speed approach control mode, and the steering angle of the consecutive rear axle of the current approach axle is controlled; if not, the multi - formation rubber - tired vehicle behind the approach axle enters the normal driving control mode, and the steering angle control of the rear axle of the current approach axle is skipped.

[0042] In this embodiment, distance sensors are deployed at the front and rear positions of the multi - formation rubber - tired vehicle where the vehicle head and vehicle tail are lower than the platform height to measure the clearance value between the vehicle body and the platform between the approach axle and the consecutive rear axle at the same height, so as to control the vertical height of each distance sensor position to be consistent when the multi - formation rubber - tired vehicle is steering. Then, angle sensors are respectively deployed on each axle of the multi - formation rubber - tired vehicle to measure the steering angle of each axle. Thus, after obtaining the current steering angle of the multi - formation rubber - tired vehicle through the angle sensor, a steering angle control range and a steering angle control speed are preset according to the steering angle experience as the steering angle control conditions, and the obtained current approach axle steering angle and steering speed of the multi - formation rubber - tired vehicle are compared with them to determine whether the multi - formation rubber - tired vehicle needs to control the steering angle of the rear axle of the current approach axle.

[0043] If the current approaching axle rotation angle is within the preset rotation angle control range and its rotation speed is less than the preset rotation angle control speed, the multi - formation rubber - tired vehicle behind this approaching axle enters the low - speed approaching control mode and starts to control the rotation angle of the rear axles connected to the current approaching axle. Otherwise, the multi - formation rubber - tired vehicle behind this approaching axle enters the normal driving control mode and there is no need to control the rotation angle of the rear axles connected to the current approaching axle.

[0044] In addition, in this embodiment, when analyzing the approaching states of each axle of the multi - formation rubber - tired vehicle in sequence to control the rotation angle of the rear axles connected to the current approaching axle, it is also necessary to adopt corresponding rotation angle control strategies according to the parity of the next axle to control the rotation angle of the next axle.

[0045] Among them, when the next axle to be rotated is an even - numbered axle, the rotation angle control strategy for the next axle is as follows:

[0046]

[0047] Among them, n represents the approaching axle number, n + 1 represents the next axle to be controlled for rotation angle, δ n+1 represents the rotation angle of the next axle, l n represents the gap between the current approaching axle and the platform, l n+1 represents the gap between the next axle and the platform. For the coefficient k n , it is necessary to calculate it using the distance between the approaching axle and the vehicle's center of mass, and the distance between the next axle and the vehicle's center of mass. The formula is as follows:

[0048]

[0049] Among them, n represents the approaching axle number, a n represents the distance from the center of mass of the multi - formation rubber - tired vehicle to the approaching axle, b n represents the distance from the center of mass of the multi - formation rubber - tired vehicle to the next axle of the approaching axle, k rn represents the cornering stiffness of the approaching axle, K fn represents the cornering stiffness of the next axle.

[0050] If the next axle to be rotated is an even - numbered axle, the rotation angle control strategy for the next axle is as follows:

[0051]

[0052] Among them, n represents the approaching axle number, n + 1 represents the number of the next axle to be controlled for rotation angle, δ n+1 represents the rotation angle of the next axle, l n represents the gap between the current approaching axle and the platform, l n+1 represents the gap between the next axle and the platform.

[0053] Figure 2 and Figure 3 are respectively a schematic diagram showing an embodiment of a multi - formation rubber - tired vehicle of the present invention and a schematic diagram of an embodiment of the steering control of a multi - formation rubber - tired vehicle. The following, in conjunction with Figure 2 and Figure 3 , illustrates the corner control strategies of axle 2, axle 3 and axle 4 in this embodiment by way of example.

[0054] As Figure 2 shown, in this embodiment, the distances from axle 1, axle 2, axle 3, axle 4 to the vehicle's center of mass are respectively a 1 , b 1 , a 2 , b 2 , and the clearances from the platform are respectively I 1 , I 2 , I 3 , I 4 . When the angle and speed of axle 1, and the measured values of the clearances I 1 and I 2 between the positions on the side of the vehicle body of axle 1 and axle 2 close to the platform and at the same height and the platform are obtained, if the speed of axle 1 is higher than a certain empirical speed u (such as 5 km / h), here it enters the normal driving control mode and there is no need to control the corner of axle 1. If the corner of axle 1 fluctuates within a certain angular range (such as [-0.5°, +0.5°]) and the speed is less than a certain empirical speed u (such as 5 km / h), at this time, it is necessary to control the corner of the whole vehicle, and the multi - formation rubber - tired vehicle enters the low - speed approaching - station control mode. In the low - speed approaching - station control mode, the control strategy for the corner of axle 2 is as follows:

[0055]

[0056] In the above formula, k 1 The calculation formula is as shown below:

[0057]

[0058] Among them, a 1 is the distance from the center of mass of this formation vehicle to axle 1, b 1 is the distance from the center of mass of this formation vehicle to axle 2, m 1 is the mass of the formation vehicle, u is the speed, k f1 is the cornering stiffness of axle 1, k r1 is the cornering stiffness of axle 2.

[0059] For the corner control of the subsequent formation vehicles, it is necessary to obtain the angle of axle 2 and the angle of articulation disc 1, and the measured values of the clearances l 2 , l 3If the absolute value of the rotation angle of the hinge disc 1 is greater than a certain threshold (e.g., 0.5°), the subsequent marshaling vehicles enter the normal driving control mode, and there is no need to control the rotation angle of the axle 3. Otherwise, they enter the low-speed approach mode and control the rotation angle of the axle 3. Among them, the control strategy for the rotation angle of the axle 3 is as follows:

[0060]

[0061] For the rotation angle control of the subsequent axle 4, it is necessary to obtain the angle of the axle 3 and the measured values l of the gaps between the positions of the axle 3 and the axle 4 on the side close to the platform and at the same height from the platform 3 、l 4 。If the subsequent marshaling vehicles enter the low-speed approach mode, the control strategy for the rotation angle of the axle 4 is as follows:

[0062]

[0063] In the above formula, k 2 The calculation formula is as follows:

[0064]

[0065] Among them, a 2 is the distance from the centroid of the marshaling vehicle to the axle 3, b 2 is the distance from the centroid of the marshaling vehicle to the axle 4, m 2 is the mass of the marshaling vehicle, u is the speed, k f2 is the cornering stiffness of the axle 3, k r2 is the cornering stiffness of the axle 4.

[0066] Step S3: Determine whether the multi-marshaling rubber-tired vehicle has completed the whole-station platform stop; if so, end the vehicle approach steering control; if not, continue to analyze the approach states of the subsequent axles.

[0067] In this embodiment, the cornering control strategies of the subsequent wheels in the multi-marshaling rubber-tired vehicle are deduced in sequence according to the above formula. Among them, after each round of cornering control analysis is completed, it is necessary to determine whether the multi-marshaling rubber-tired vehicle has completed the whole-station platform stop. If so, end the vehicle approach steering control. Otherwise, continue to analyze the approach states of the subsequent axles.

[0068] The foregoing description of the present disclosure is provided to enable any person skilled in the art to make or use the present disclosure. Various modifications to the present disclosure will be apparent to those skilled in the art, and the general principles defined herein can be applied to other variations without departing from the spirit or scope of the present disclosure. Thus, the present disclosure is not intended to be limited to the examples and designs described herein, but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

[0069] Those skilled in the art will further appreciate that the various illustrative logical blocks, modules, circuits, and algorithm steps described in connection with the embodiments disclosed herein can be implemented as electronic hardware, computer software, or a combination of both. To clearly illustrate this interchangeability of hardware and software, the various illustrative components, blocks, modules, circuits, and steps are described above in terms of their functionality. Whether such functionality is implemented as hardware or software depends upon the particular application and the design constraints imposed on the overall system. Skilled artisans may implement the described functionality in varying ways for each particular application, but such implementation decisions should not be interpreted as causing a departure from the scope of the present invention.

[0070] The various illustrative logical blocks, modules, and circuits described in connection with the embodiments disclosed herein can be implemented using a general purpose processor, a digital signal processor (DSP), an application specific integrated circuit (ASIC), a field programmable gate array (FPGA) or other programmable logic device, discrete gate or transistor logic, discrete hardware components, or any combination thereof designed to perform the functions described herein. A general purpose processor may be a microprocessor, but in the alternative, the processor may be any conventional processor, controller, microcontroller, or state machine. The processor may also be implemented as a combination of computing devices, such as a combination of a DSP and a microprocessor, multiple microprocessors, one or more microprocessors cooperating with a DSP core, or any other such configuration.

[0071] The steps of a method or algorithm described in connection with the embodiments disclosed herein can be embodied directly in hardware, in a software module executed by a processor, or in a combination of both. The software module may reside in RAM memory, flash memory, ROM memory, EPROM memory, EEPROM memory, registers, a hard disk, a removable disk, a CD-ROM, or any other form of storage medium known in the art. An exemplary storage medium is coupled to the processor such that the processor can read from, and write to, the storage medium. In the alternative, the storage medium may be integral to the processor. The processor and the storage medium may reside in an ASIC. The ASIC may reside in a user terminal. In the alternative, the processor and the storage medium may reside as discrete components in a user terminal.

[0072] In one or more exemplary embodiments, the described functionality may be implemented in hardware, software, firmware, or any combination thereof. If implemented in software as a computer program product, the functions may be stored on or transmitted via a computer-readable medium as one or more instructions or code. The computer-readable medium includes both computer storage media and communication media including any medium that facilitates transfer of a computer program from one place to another. The storage media may be any available media that can be accessed by a computer. By way of example and not limitation, such computer-readable media can include RAM, ROM, EEPROM, CD-ROM or other optical disk storage, magnetic disk storage or other magnetic storage devices, or any other medium that can be used to carry or store desired program code in the form of instructions or data structures and that can be accessed by a computer. Any connection is properly termed a computer-readable medium. For example, if the software is transmitted from a web site, server, or other remote source using a coaxial cable, fiber optic cable, twisted pair, DSL, or wireless technologies such as infrared, radio, and microwave, then the coaxial cable, fiber optic cable, twisted pair, DSL, or wireless technologies such as infrared, radio, and microwave are included in the definition of the medium. As used herein, the disk and disc include compact disc (CD), laser disc, optical disc, digital versatile disc (DVD), floppy disk, and Blu-ray disc, where the disk typically reproduces data magnetically, while the disc uses laser optically to reproduce data. Combinations of the above should also be included within the scope of computer-readable media.

Claims

1. A method for controlling the turning of a multi - formation rubber - tired vehicle when entering a station, characterized in that, it includes the following steps: Obtain the entering - station states of each axle of the multi - formation rubber - tired vehicle; Analyze the entering - station states of each axle in sequence, and determine whether the current entering - station axle meets the preset corner - control conditions; If so, the multi - formation rubber - tired vehicle behind the entering - station axle enters the low - speed entering - station control mode, and perform corner control on the rear axle connected to the current entering - station axle; If not, the multi - formation rubber - tired vehicle behind the entering - station axle enters the normal driving control mode, and skip the corner control of the rear axle of the current entering - station axle; Judge whether the multi - formation rubber - tired vehicle has completed the whole - station platform stop; if so, end the vehicle's entering - station turning control; if not, continue to analyze the entering - station states of the subsequent axles.

2. The method for controlling the turning of a multi - formation rubber - tired vehicle when entering a station according to claim 1, characterized in that, the entering - station states of the axles of the multi - formation rubber - tired vehicle include the corner angle of the current entering - station axle, the corner speed, and the clearance value between the vehicle body and the platform between the entering - station axle and the connected rear axle at the same height; among them, after the method for controlling the turning of the multi - formation rubber - tired vehicle when entering a station obtains the corner angle of the current entering - station axle, the corner speed, and the clearance value between the vehicle body and the platform between the entering - station axle and the connected rear axle at the same height, it compares the obtained current entering - station axle state with the preset corner - control conditions, so as to judge whether to perform corner control on the rear axle of the current entering - station axle.

3. The method for controlling the turning of a multi - formation rubber - tired vehicle when entering a station according to claim 1, characterized in that, the method for controlling the turning of the multi - formation rubber - tired vehicle when entering a station presets a corner - control range and a corner - control speed as the corner - control conditions according to the corner experience; among them, if the corner angle of the current entering - station axle is within the preset corner - control range and the corner speed is less than the preset corner - control speed, the multi - formation rubber - tired vehicle behind the entering - station axle enters the low - speed entering - station control mode, and starts to perform corner control on the rear axle connected to the current entering - station axle; otherwise, the multi - formation rubber - tired vehicle behind the entering - station axle enters the normal driving control mode, and there is no need to perform corner control on the rear axle connected to the current entering - station axle.

4. The method for controlling the turning of a multi - formation rubber - tired vehicle when entering a station according to claim 1, characterized in that, when the method for controlling the turning of the multi - formation rubber - tired vehicle when entering a station performs corner control on the rear axle connected to the current entering - station axle, it adopts corresponding corner - control strategies according to the parity of the next axle to perform corner control on the next axle.

5. The method for controlling the turning of a multi - formation rubber - tired vehicle when entering a station according to claim 4, characterized in that, when the next axle to be turned is an even - numbered axle, the corner - control strategy for the next axle is as follows: ； wherein, n represents the entering - station axle number, and n + 1 represents the next axle number to be controlled for turning, δ n+1 represents the rotation angle of the next axis, l n represents the gap between the current approaching axis and the platform, l n+1 represents the gap between the next axis and the platform.

6. The method for controlling the turning of a multi - formation rubber - tired vehicle when entering a station according to claim 5, characterized in that, k n The calculation formula is as follows: ； wherein, n represents the entering - station axle number, a n represents the distance from the centroid of the multi - formation rubber - tired vehicle to the approach axle b n represents the distance from the centroid of the multi - formation rubber - tired vehicle to the next axle of the approach axle k rn represents the lateral stiffness of the in-station axle K fn Represents the next lateral stiffness.

7. The method for controlling the turning of a multi - formation rubber - tired vehicle when entering a station according to claim 4, characterized in that, when the next axle to be turned is an odd - numbered axle, the corner - control strategy for the next axle is as follows: ； wherein, n represents the entering - station axle number, and n + 1 represents the next axle number to be controlled for turning, δ n+1 represents the rotation angle of the next axis, l n represents the gap between the current approaching axis and the platform, l n+1 represents the gap between the next axis and the platform.

8. The multi - formation rubber - tired vehicle approach - station steering control method according to claim 1, characterized in that, distance sensors are respectively deployed at the head position and the tail position of the multi - formation rubber - tired vehicle below the platform height for measuring the clearance value between the vehicle body and the platform between the approach axle and the successive rear axle at the same height.

9. The multi - formation rubber - tired vehicle approach - station steering control method according to claim 1, characterized in that, angle sensors are respectively deployed on each axle for measuring the rotation angle of each axle.

10. A computer - readable medium storing computer program code, characterized in that, the computer program code, when executed by a processor, implements the method according to any one of claims 1 - 9.

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