A control method and device of a tracked chassis, an electronic device, and a storage medium

Abstract

The application discloses a track chassis control method and device, electronic equipment and storage medium, and belongs to the technical field of track engineering machinery. The track chassis control method comprises the following steps: determining the first tooth number detected by a first sensor in a current period, and determining the second tooth number detected by a second sensor in the current period; determining the straight running speed error according to the first tooth number and the second tooth number; if the track chassis is in a straight running state, performing proportional integral control algorithm calculation on the straight running speed error to obtain a first compensation amount; determining a first track control amount and a second track control amount according to the current throttle value of the track chassis and the first compensation amount; sending a control instruction corresponding to the first track control amount so as to adjust the driving force output by a left power source; and sending a control instruction corresponding to the second track control amount so as to adjust the driving force output by a right power source. The application can improve the control precision and driving safety of the track chassis.

Description

Technical Field

[0001] This application relates to the field of tracked engineering machinery technology, and in particular to a control method, device, electronic equipment and storage medium for a tracked chassis. Background Technology

[0002] Tracked chassis, also known as tracked vehicle chassis, are vehicles that use tracked chassis as their mobility system. Currently, tracked vehicles are widely used in emergency rescue, mining, infrastructure, agriculture and other fields.

[0003] Currently, tracked chassis control typically requires operators to use left and right travel pedals or joysticks. However, in conventional solutions, operators can only control one side of the drive power source using the joysticks or pedals. Operation of functions such as straight-line driving, turning, and constant-speed driving requires a certain level of skill and real-time adjustments based on load and driving conditions. This makes operation difficult, cumbersome, prone to safety accidents, and results in poor control precision.

[0004] Therefore, how to improve the control precision and driving safety of tracked chassis is a technical problem that needs to be solved by those skilled in the art. Summary of the Invention

[0005] The purpose of this application is to provide a control method, device, electronic equipment, and storage medium for a tracked chassis, which can improve the control accuracy and driving safety of the tracked chassis.

[0006] To solve the above technical problems, this application provides a control method for a tracked chassis, applied to the control device of the tracked chassis. The left power source of the tracked chassis drives the left track via a left coupling, a left reduction gearbox, and a left drive wheel. The right power source of the tracked chassis drives the right track via a right coupling, a right reduction gearbox, and a right drive wheel. A first gear disc is mounted on the left coupling, and a second gear disc is mounted on the right coupling. The tracked chassis also includes a first sensor and a second sensor. The first sensor detects the number of teeth rotated by the first gear disc per unit time, and the second sensor detects the number of teeth rotated by the second gear disc per unit time. The control method for the tracked chassis includes:

[0007] Determine the number of teeth detected by the first sensor in the current cycle, and determine the number of teeth detected by the second sensor in the current cycle;

[0008] The straight-line speed error is determined based on the first number of teeth and the second number of teeth; wherein, the straight-line speed error is used to describe the degree of speed deviation between the left track and the right track;

[0009] If the tracked chassis is in a straight-line driving state, the proportional-integral control algorithm is used to calculate the straight-line speed error to obtain the first compensation amount;

[0010] The first track control quantity and the second track control quantity are determined based on the current throttle value of the tracked chassis and the first compensation quantity;

[0011] Send a control command corresponding to the first track control quantity to the driver to adjust the driving force output by the left power source;

[0012] Send a control command corresponding to the second track control quantity to the driver to adjust the driving force output by the right power source.

[0013] Optionally, after determining the straight-line speed error based on the first number of teeth and the second number of teeth, the method further includes:

[0014] If the tracked chassis is in a turning driving state, then the anti-rollover compensation amount is determined; wherein, the anti-rollover compensation amount is used to describe the degree of difference in rotational speed between the left track and the right track when the tracked chassis is in a critical rollover state;

[0015] Add the anti-rollover compensation amount to the straight-line speed error to obtain the steering speed error;

[0016] The steering speed error is calculated using a proportional-integral control algorithm to obtain the second compensation amount;

[0017] The third track control quantity and the fourth track control quantity are determined based on the current throttle value of the tracked chassis and the second compensation quantity;

[0018] Send a control command corresponding to the third track control quantity to the driver to adjust the driving force output by the left power source;

[0019] Send a control command corresponding to the fourth track control quantity to the driver to adjust the driving force output by the right power source.

[0020] Optionally, determining the anti-overturning compensation amount includes:

[0021] The received left and right steering control commands are determined, and the current steering amplitude is determined according to the left and right steering control commands. The anti-rollover compensation amount is determined according to the current steering amplitude, the current driving speed and the target number of teeth, where the target number of teeth is the number of teeth detected by the first sensor or the second sensor in the current cycle.

[0022] Correspondingly, it also includes:

[0023] The received acceleration / deceleration control command is determined, and the current throttle value of the tracked chassis is determined based on the acceleration / deceleration control command.

[0024] Optionally, before determining the anti-rollover compensation amount based on the current steering angle, current driving speed, and target number of teeth, the method further includes:

[0025] If the left and right steering control command is a command to control the tracked chassis to turn left, then the second number of teeth detected by the second sensor in the current cycle is set as the target number of teeth;

[0026] If the left and right steering control command is a command to control the tracked chassis to turn right, then the first number of teeth detected by the first sensor in the current cycle is set as the target number of teeth.

[0027] Optionally, determining the first number of teeth detected by the first sensor in the current cycle and determining the second number of teeth detected by the second sensor in the current cycle includes:

[0028] Record the first cumulative number of teeth of the first sensor from the initial state to the end of the previous cycle, record the second cumulative number of teeth of the first sensor from the initial state to the end of the current cycle, and subtract the first cumulative number of teeth from the second cumulative number of teeth to obtain the first number of teeth detected by the first sensor in the current cycle.

[0029] Record the third cumulative number of teeth of the second sensor from the initial state to the end of the previous cycle, record the fourth cumulative number of teeth of the second sensor from the initial state to the end of the current cycle, and subtract the third cumulative number of teeth from the fourth cumulative number of teeth to obtain the second number of teeth detected by the second sensor in the current cycle.

[0030] Optional, also includes:

[0031] The current average speed of the left track is calculated based on the number of first teeth detected within the most recent m cycles;

[0032] The current average speed of the right track is calculated based on the number of the second teeth detected within the most recent m cycles;

[0033] The current travel speed of the tracked chassis is calculated based on the current average speed of the left track and the current average speed of the right track.

[0034] Optional, also includes:

[0035] Receive acceleration / deceleration control commands and left / right steering control commands, and determine the current travel speed of the tracked chassis;

[0036] If the value of the left and right steering control command is 0 and the current travel speed of the tracked chassis is not 0, then it is determined that the tracked chassis is in a straight-line travel state.

[0037] If the value of the left and right steering control command is not 0 and the current travel speed of the tracked chassis is not 0, then the tracked chassis is determined to be in a steering travel state.

[0038] If the value of the left and right turn control command is not 0 and the current travel speed of the tracked chassis is 0, then it is determined that the tracked chassis is in a stationary turn state.

[0039] If the acceleration / deceleration control command is 0, the left / right steering control command is 0, and the current travel speed of the tracked chassis is 0, then the tracked chassis is determined to be stationary.

[0040] This application also provides a control device for a tracked chassis. The left power source of the tracked chassis drives the left track via a left coupling, a left reduction gearbox, and a left drive wheel. The right power source of the tracked chassis drives the right track via a right coupling, a right reduction gearbox, and a right drive wheel. A first gear disc is mounted on the left coupling, and a second gear disc is mounted on the right coupling. The tracked chassis further includes a first sensor and a second sensor. The first sensor detects the number of teeth rotated by the first gear disc per unit time, and the second sensor detects the number of teeth rotated by the second gear disc per unit time. The control device for the tracked chassis includes:

[0041] The tooth count module is used to determine the first number of teeth detected by the first sensor in the current cycle and to determine the second number of teeth detected by the second sensor in the current cycle.

[0042] An error determination module is used to determine the straight-line speed error based on the first number of teeth and the second number of teeth; wherein, the straight-line speed error is used to describe the degree of speed deviation between the left track and the right track;

[0043] The straight-line compensation determination module is used to calculate the straight-line speed error using a proportional-integral control algorithm if the tracked chassis is in a straight-line driving state, and obtain a first compensation amount.

[0044] The control quantity determination module is used to determine the first track control quantity and the second track control quantity based on the current throttle value of the tracked chassis and the first compensation quantity;

[0045] The left track control module is used to send control commands corresponding to the first track control quantity to the driver so as to adjust the driving force output by the left power source;

[0046] The right track control module is used to send control commands corresponding to the second track control quantity to the driver so as to adjust the driving force output by the right power source.

[0047] This application also provides a storage medium storing a computer program thereon, which, when executed, implements the steps of the control method for the tracked chassis described above.

[0048] This application also provides an electronic device, including a memory and a processor, wherein the memory stores a computer program, and the processor, when calling the computer program in the memory, implements the steps of the above-described tracked chassis control method.

[0049] This application provides a control method for a tracked chassis. In the tracked chassis to which this method is applied, a left power source drives the left track via a left coupling, a left reduction gearbox, and a left drive wheel, while a right power source drives the right track via a right coupling, a right reduction gearbox, and a right drive wheel. This application installs gear discs on the left and right couplings respectively, and sets corresponding sensors to detect the number of teeth rotated by the gear discs. In the above-mentioned control method for the tracked chassis, the straight-line speed error, used to describe the degree of speed deviation between the two tracks, is determined based on the number of teeth detected by the first and second sensors in the current cycle. When the tracked chassis is in a straight-line traveling state, this application directly uses the straight-line speed error to calculate a proportional-integral control algorithm to obtain a first compensation amount. This application determines a first track control amount and a second track control amount based on the current throttle value of the tracked chassis and the first compensation amount, thereby adjusting the driving force output by the left and right power sources to accurately match the speeds of the left and right tracks, thus improving the overall control accuracy. This application can dynamically adjust the output of the power source based on real-time data, enabling the tracked chassis to remain stable during operation and thus improving driving safety. Therefore, this application can improve the control precision and driving safety of the tracked chassis. This application also provides a control device for the tracked chassis, a storage medium, and an electronic device, all possessing the aforementioned beneficial effects, which will not be elaborated upon here. Attached Figure Description

[0050] To more clearly illustrate the embodiments of this application, the accompanying drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0051] Figure 1 A flowchart illustrating a control method for a tracked chassis provided in an embodiment of this application;

[0052] Figure 2 This is a schematic diagram of the structure of a tracked chassis provided in an embodiment of this application;

[0053] Figure 3 A schematic diagram illustrating four driving states provided in the embodiments of this application;

[0054] Figure 4 This is a schematic diagram of a speed sensor installation provided in an embodiment of this application;

[0055] Figure 5 A flowchart illustrating a rotational speed calculation method provided in an embodiment of this application;

[0056] Figure 6 A schematic diagram of center vehicle speed provided for an embodiment of this application;

[0057] Figure 7 This is a schematic diagram of chassis steering and driving provided in an embodiment of this application. Detailed Implementation

[0058] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0059] Please see below. Figure 1 , Figure 1 This is a flowchart illustrating a control method for a tracked chassis provided in an embodiment of this application.

[0060] Specific steps may include:

[0061] S101: Determine the first number of teeth detected by the first sensor in the current cycle, and determine the second number of teeth detected by the second sensor in the current cycle.

[0062] This embodiment can be applied to the control device of a tracked chassis; please refer to [link / reference]. Figure 2 , Figure 2 This is a schematic diagram of the structure of a tracked chassis provided in an embodiment of this application; the tracked chassis includes: a communication device, a human-machine interface console, a control device (also known as a main controller), a driver, a left track, and a right track. The communication device communicates with the human-machine interface terminal wirelessly, and the human-machine interface console is wiredly connected to the control device, which can receive sensor data. Figure 2 In the diagram, a1 represents the right drive wheel, a2 represents the right gearbox (also known as the right gearbox), a3 represents the right coupling (also known as the right coupling), a4 represents the right power source (also known as the right driving power source), a5 represents the left power source (also known as the left driving power source), a6 represents the left coupling (also known as the left coupling), a7 represents the left gearbox (also known as the left gearbox), and a8 represents the left drive wheel.

[0063] In the tracked chassis, the left power source of the tracked chassis is used to drive the left track through the left coupling, the left gearbox and the left drive wheel, and the right power source of the tracked chassis is used to drive the right track through the right coupling, the right gearbox and the right drive wheel.

[0064] Specifically, the tracked chassis has two tracks on each side, one on the left and one on the right, each equipped with a drive power source. The driving force from the left and right power sources is decelerated through the left and right reduction gearboxes, respectively, driving the left and right drive wheels to rotate the tracks and achieve the vehicle's straight-line driving, turning, stationary turning, and reversing functions. The left power source is connected to the left reduction gearbox via a left coupling, and the right power source is connected to the right reduction gearbox via a right coupling.

[0065] A first gear disc is mounted on the left coupling, and a second gear disc is mounted on the right coupling. The tracked chassis also includes a first sensor and a second sensor. The first sensor detects the number of teeth rotated by the first gear disc per unit time, and the second sensor detects the number of teeth rotated by the second gear disc per unit time. The first gear disc rotates synchronously with the left coupling, and the number of teeth rotated by the first gear disc is positively correlated with the distance rotated by the left track. The second gear disc rotates synchronously with the right coupling, and the number of teeth rotated by the second gear disc is positively correlated with the distance rotated by the right track.

[0066] The first and second sensors do not rotate with the coupling and can transmit the detected tooth count information to the control device in the form of orthogonal square wave electrical signals. The control device can determine the first tooth count detected by the first sensor in the current cycle based on the orthogonal square wave electrical signals, and can also determine the second tooth count detected by the second sensor in the current cycle based on the orthogonal square wave electrical signals. The first and second sensors are speed sensors. In this embodiment, the travel speed can be calculated based on the number of teeth detected by the first and second sensors; the more teeth recorded per unit time, the faster the current rotational speed.

[0067] S102: Determine the straight-line speed error based on the first number of teeth and the second number of teeth.

[0068] In this embodiment, the first gear disk rotates synchronously with the left coupling, while the first and second sensors do not rotate with the coupling. The number of teeth rotated by the first gear disk is positively correlated with the distance the left track rotates, and the number of teeth rotated by the second gear disk is positively correlated with the distance the right track rotates. Therefore, the first number of teeth is positively correlated with the rotational speed of the left track, and the second number of teeth is positively correlated with the rotational speed of the right track. In this embodiment, the difference between the first and second number of teeth can be used to determine the straight-line speed error, which describes the degree of speed deviation between the left and right tracks. The left and right tracks have the same dimensions, and when the straight-line speed error is 0, the left and right tracks travel the same distance per unit time.

[0069] As a feasible implementation method, the above-mentioned straight-line speed error can be ; This indicates the number of the second tooth detected by the second sensor in the current cycle. This indicates the number of teeth detected by the first sensor in the current cycle.

[0070] S103: If the tracked chassis is in a straight-line driving state, the proportional-integral control algorithm is used to calculate the straight-line speed error to obtain the first compensation amount.

[0071] The driving states of the tracked chassis can include straight-line driving state (including forward straight-line driving state and reverse straight-line driving state), turning driving state (including forward turning driving state and reverse turning driving state), stationary turning state, and stationary state.

[0072] This embodiment can receive acceleration / deceleration control commands and left / right turn control commands, and can also determine the current travel speed of the tracked chassis. Based on the acceleration / deceleration control commands, left / right turn control commands, and the current travel speed, the travel state of the tracked chassis is determined. The acceleration / deceleration control commands are commands to control the tracked chassis to accelerate or decelerate, and the left / right turn control commands are commands to control the tracked chassis to turn left or right. Specifically, the process of determining the travel state of the tracked chassis is as follows:

[0073] If the value of the left and right steering control command is 0 and the current travel speed of the tracked chassis is not 0, then it is determined that the tracked chassis is in a straight-line travel state.

[0074] If the value of the left and right steering control command is not 0 and the current travel speed of the tracked chassis is not 0, then the tracked chassis is determined to be in a steering travel state.

[0075] If the value of the left and right turn control command is not 0 and the current travel speed of the tracked chassis is 0, then it is determined that the tracked chassis is in a stationary turn state.

[0076] If the acceleration / deceleration control command is 0, the left / right steering control command is 0, and the current travel speed of the tracked chassis is 0, then the tracked chassis is determined to be stationary.

[0077] In a straight-line travel state, the rotational speeds of the left and right tracks need to be consistent. Since the travel speed error is used to describe the degree of deviation between the rotational speeds of the left and right tracks, this application can calculate the straight-line travel speed error using a proportional-integral control algorithm to obtain a first compensation amount, so as to adjust the rotational speeds of the left and right tracks using the first compensation amount.

[0078] The proportional-integral (PI) control algorithm consists of a proportional part and an integral part. The proportional part adjusts based on the magnitude of the straight-line speed error, while the integral part adjusts based on the accumulation of the straight-line speed error over time to eliminate steady-state error. The compensation amount calculated by the PPI control algorithm is used to adjust the power source output to ensure synchronization between the left and right tracks, thereby improving control accuracy.

[0079] The aforementioned first compensation amount The calculation process is as follows:

[0080] ; This represents the proportionality coefficient. represents the integral coefficient, and t represents the current period number.

[0081] S104: Determine the first track control amount and the second track control amount based on the current throttle value of the tracked chassis and the first compensation amount.

[0082] The throttle value typically reflects the operator's desired speed for the tracked chassis. A higher throttle value indicates a higher desired speed, while a lower throttle value indicates a lower desired speed. Conventional solutions usually control only the left and right tracks based on the current throttle value. However, unstable output torque or inconsistent track resistance can lead to differences in the actual travel speeds of the left and right tracks. This solution uses the current throttle value and a first compensation amount to jointly determine the first and second track control values ​​to correct track speed deviations. The first and second track control values ​​are used to set the magnitude of the driving force received by the left and right tracks.

[0083] In this embodiment, the current throttle value of the tracked chassis can be determined based on the most recently received acceleration / deceleration control command, and the current throttle value is positively correlated with the value of the acceleration / deceleration control command.

[0084] This embodiment can determine the relationship between the speeds of the left and right tracks based on the first and second number of teeth. Then, based on this relationship, a first track control amount and a second track control amount are determined according to the current throttle value of the tracked chassis and the first compensation amount. The specific process is as follows: If the left track speed is less than the right track speed, the first track control amount is determined based on the current throttle value, and the second track control amount is determined based on the current throttle value and the first compensation amount; if the left track speed is greater than the right track speed, the first track control amount is determined based on the current throttle value and the first compensation amount, and the second track control amount is determined based on the current throttle value.

[0085] This embodiment uses This indicates the current throttle value. If the left track speed is faster than the right track speed, then the first track control value is... The second track control quantity is If the speed of the left track is slower than that of the right track, then the control value of the second track is... The first track control quantity is .

[0086] S105: Send a control command corresponding to the first track control quantity to the driver to adjust the driving force output by the left power source.

[0087] This step can send a control command corresponding to the first track control quantity to the driver according to the value of the first track control quantity. The driver can adjust the driving force output by the left power source according to the received control command, thereby adjusting the actual speed of the left track.

[0088] S106: Send a control command corresponding to the second track control quantity to the driver to adjust the driving force output by the right power source.

[0089] This step can send a control command corresponding to the second track control quantity to the driver according to the value of the second track control quantity. The driver can adjust the driving force output by the right power source according to the received control command, thereby adjusting the actual speed of the right track.

[0090] This embodiment provides a control method for a tracked chassis. In the tracked chassis used in this method, the left power source drives the left track through the left coupling, left reduction gearbox, and left drive wheel, while the right power source drives the right track through the right coupling, right reduction gearbox, and right drive wheel. In this embodiment, gear discs are installed on the left and right couplings respectively, and corresponding sensors are set to detect the number of teeth rotated by the gear discs. In the above-mentioned control method for the tracked chassis, the straight-line speed error, which describes the degree of speed deviation between the two tracks, is determined based on the number of teeth detected by the first and second sensors in the current cycle. When the tracked chassis is in a straight-line traveling state, this embodiment directly uses the straight-line speed error to calculate the proportional-integral control algorithm to obtain the first compensation amount. This embodiment determines the first track control amount and the second track control amount based on the current throttle value of the tracked chassis and the first compensation amount, thereby adjusting the driving force output by the left and right power sources to accurately match the speeds of the left and right tracks, thus improving the overall control accuracy. This embodiment can dynamically adjust the power source output based on real-time data, ensuring the tracked chassis remains stable during operation and thus improving driving safety. Therefore, this embodiment can improve the control precision and driving safety of the tracked chassis.

[0091] As for Figure 1 As further described in the corresponding embodiment, if the speed difference between the left and right tracks is too large during steering, it will cause the track chassis to overturn. In response to the above situation, this embodiment can use a proportional-integral control algorithm to perform corresponding steering control.

[0092] After determining the straight-line speed error based on the first and second tooth counts, if the tracked chassis is in a steering state, steering control can be performed in the following manner:

[0093] Step A1: Determine the anti-overturning compensation amount.

[0094] The anti-overturning compensation amount is used to describe the difference in rotational speed between the left track and the right track when the tracked chassis is in a critical overturning state.

[0095] Specifically, the process of determining the anti-rollover compensation amount includes: determining the received left and right steering control commands, determining the current steering amplitude based on the left and right steering control commands, and determining the anti-rollover compensation amount based on the current steering amplitude, the current driving speed, and the target number of teeth, where the target number of teeth is the number of teeth detected by the first sensor or the second sensor in the current cycle. The current steering amplitude is positively correlated with the value of the left and right steering control commands.

[0096] Anti-overturning compensation In the above formula, This indicates the value of the left and right turn control command. This indicates the maximum value of the left and right turn control commands. This indicates the current driving speed (also known as the vehicle speed or the vehicle center speed). Indicates the anti-overturning coefficient. Represents gravitational acceleration. This indicates the distance between the left and right tracks. Indicates the target number of teeth. and The ratio represents the current steering magnitude.

[0097] Before determining the anti-rollover compensation amount based on the current steering angle, current travel speed, and target tooth count, the target tooth count can be set as follows: if the left / right steering control command is to control the tracked chassis to turn left, then the second tooth count detected by the second sensor in the current cycle is set as the target tooth count; if the left / right steering control command is to control the tracked chassis to turn right, then the first tooth count detected by the first sensor in the current cycle is set as the target tooth count. With this scheme, when the tracked chassis turns left, the number of teeth rotated by the second gear disk mounted on the right coupling is set as the target tooth count for determining the anti-rollover compensation amount; when the tracked chassis turns right, the number of teeth rotated by the first gear disk mounted on the left coupling is set as the target tooth count for determining the anti-rollover compensation amount.

[0098] Step A2: Add the anti-rollover compensation amount to the straight-line speed error to obtain the steering speed error.

[0099] The above-mentioned steering speed error can be .

[0100] Step A3: Calculate the steering speed error using a proportional-integral control algorithm to obtain the second compensation amount.

[0101] In the turning driving state, the speed difference between the left track and the right track needs to be kept within a certain range. This application calculates the turning speed error using a proportional-integral control algorithm to obtain a second compensation amount, so as to use the second compensation amount to keep the speed difference between the left track and the right track within a certain range.

[0102] The proportional-integral (PI) control algorithm consists of a proportional part and an integral part. The proportional part adjusts based on the magnitude of the steering speed error, while the integral part adjusts based on the accumulation of the steering speed error over time to eliminate steady-state error. The compensation amount calculated by the PPI control algorithm is used to adjust the power source output to ensure that the speed difference between the left and right tracks remains within a certain range, thereby improving control accuracy.

[0103] The aforementioned second compensation amount The calculation process is as follows:

[0104] ; This represents the proportionality coefficient. represents the integral coefficient, and t represents the current period number.

[0105] Step A4: Determine the third track control amount and the fourth track control amount based on the current throttle value of the tracked chassis and the second compensation amount.

[0106] The third and fourth track control parameters are used to set the magnitude of the driving force received by the left and right tracks.

[0107] This step determines the received acceleration / deceleration control command and, based on the command, the current throttle value of the tracked chassis. Specifically, in this embodiment, the current throttle value of the tracked chassis can be determined based on the most recently received acceleration / deceleration control command, and the current throttle value is positively correlated with the value of the acceleration / deceleration control command.

[0108] In a turning driving state, the speed of the left track and / or right track can be adjusted according to the direction of the turn to make the speeds of the left and right tracks inconsistent. This embodiment determines the relationship between the speeds of the left and right tracks based on the first and second tooth counts. Then, based on this relationship, the third and fourth track control values ​​are determined according to the current throttle value of the track chassis and the second compensation amount. The specific process is as follows: If turning right, the third track control value is determined based on the current throttle value, and the fourth track control value is determined based on the current throttle value and the second compensation amount; if turning right, the third track control value is determined based on the current throttle value and the second compensation amount, and the fourth track control value is determined based on the current throttle value.

[0109] This embodiment uses This indicates the current throttle value. If turning right, the third track control value is... The fourth track control quantity is If turning left, the control value of the third track is: The fourth track control quantity is .

[0110] Step A5: Send a control command corresponding to the third track control quantity to the driver to adjust the driving force output by the left power source.

[0111] This step can send a control command corresponding to the third track control quantity to the driver according to the value of the third track control quantity. The driver can adjust the driving force output by the left power source according to the received control command, thereby adjusting the actual speed of the left track.

[0112] Step A6: Send the control command corresponding to the fourth track control quantity to the driver to adjust the driving force output by the right power source.

[0113] This step can send the control command corresponding to the fourth track control quantity to the driver according to the value of the fourth track control quantity. The driver can adjust the driving force output by the right power source according to the received control command, thereby adjusting the actual speed of the right track.

[0114] As for Figure 1 A further description of the corresponding embodiment shows that the first number of teeth and the second number of teeth detected by the sensor in the current cycle can be determined in the following way:

[0115] Record the first cumulative number of teeth of the first sensor from the initial state to the end of the previous cycle, record the second cumulative number of teeth of the first sensor from the initial state to the end of the current cycle, and subtract the first cumulative number of teeth from the second cumulative number of teeth to obtain the first number of teeth detected by the first sensor in the current cycle.

[0116] Record the third cumulative number of teeth of the second sensor from the initial state to the end of the previous cycle, record the fourth cumulative number of teeth of the second sensor from the initial state to the end of the current cycle, and subtract the third cumulative number of teeth from the fourth cumulative number of teeth to obtain the second number of teeth detected by the second sensor in the current cycle.

[0117] This embodiment can determine the first and second tooth counts detected in each cycle using the above method. Based on this, the current travel speed of the tracked chassis can also be determined as follows: calculate the current average speed of the left track based on the first tooth count detected in the most recent m cycles; calculate the current average speed of the right track based on the second tooth count detected in the most recent m cycles; and calculate the current travel speed of the tracked chassis based on the current average speeds of the left and right tracks.

[0118] Existing technologies suffer from the problem of difficulty in precisely adjusting the parameters of proportional-integral (PI) control algorithms. To address this issue, this embodiment employs a method as follows: A long short-term memory (LSTM) network model is used to predict the future state of the tracked chassis. The proportional and integral coefficients of the PITM algorithm are then dynamically adjusted based on the prediction results to achieve adaptive control. This embodiment utilizes an online learning mechanism to enable the LTM network model to update the proportional and integral coefficients in real time to adapt to changes in the tracked chassis's state. This approach enhances robustness, enabling the system to cope with uncertainties and external disturbances.

[0119] The process described in the above embodiments is illustrated below through examples in practical applications.

[0120] Currently, the control methods for tracked chassis are mainly divided into two types: local control and remote control.

[0121] Local control refers to the operator directly controlling the vehicle's movement through a human-machine interface console mounted on the chassis. Specifically, local driving typically uses left and right drive pedals or joysticks. Operators can only control one side of the drive system using these devices. Performing maneuvers such as straight-line driving, turning, and constant-speed driving requires a certain level of skill from the operator, and adjustments must be made based on real-time load and driving conditions. The disadvantage of local control is its higher operational difficulty and more complex operating techniques.

[0122] Remote control involves operators using a human-machine interface terminal to monitor vehicle movement and road conditions via wirelessly transmitted video feeds. Based on the feedback video feeds and status data, operators adjust the speed control commands for the left and right drive power sources in real time to remotely control the chassis. However, due to constantly changing loads and other disturbances, even if the control values ​​remain constant, the actual speeds of the left and right drive power sources may fluctuate, potentially causing changes in the vehicle's direction and speed. Therefore, operators need to continuously adjust the control inputs to precisely regulate the output of the left and right drive power sources, thereby meeting the vehicle's driving control requirements.

[0123] Both local and remote control methods have drawbacks, including complex operation, suboptimal driving performance, high safety risks at high speeds, and poor user experience. Furthermore, when the operator is maneuvering the chassis at high speeds, if the difference in speed between the left and right tracks cannot be accurately assessed using environmental monitoring footage to guide the operator in correcting course, it could lead to loss of vehicle control. Therefore, a control scheme that is easy to operate and offers excellent performance at both high and low speeds is needed to improve the mobility and safety of current tracked chassis.

[0124] To address the shortcomings of the aforementioned related technologies, this application provides a driving control scheme for a tracked chassis, improving the mobility and safety of the tracked chassis. The process is as follows: First, the precise walking speeds of the left and right tracks need to be obtained; then, based on the operator's instructions, the required output control quantities for the tracked chassis to drive in a straight line, precise steering, stationary turning, or reverse driving are calculated; finally, the main controller sends instructions to the power source driver to control the energy levels of the left and right driving power sources, thereby controlling the rotational speed of the left and right driving power sources to drive the chassis.

[0125] Please see Figure 3 , Figure 3This diagram illustrates four driving states provided in the embodiments of this application: straight driving, reverse driving, turning in place, and turning. When the operator uses a human-machine interface terminal via wireless control or a local human-machine interface console to control the two driving power sources of the chassis to rotate synchronously in the same direction, the vehicle moves forward. When the rotational speed of one driving power source is greater than or less than that of the other driving power source, the vehicle turns. When the turning direction of one driving power source is opposite to that of the other driving power source, the vehicle turns in place. When reversing, the left and right driving power sources turn in the opposite direction to those in forward driving.

[0126] The following is an explanation of straight-line driving: After the tracked chassis starts, it defaults to forward gear. At this time, it receives acceleration and deceleration control commands from the operator. ; Value control of tracked chassis acceleration, deceleration and straight-line travel, when Acceleration Slow down and maintain midline At this time, the tracked chassis maintains a constant speed while traveling in a straight line or remains stationary.

[0127] The following is an explanation of reverse driving: After the operator switches to reverse mode, when... Accelerate while reversing, Slow down and maintain midline At this time, the tracked chassis maintains a constant speed while reversing or remains stationary, and the left and right steering control command values ​​are... , The value can also control the reversing and steering of the tracked chassis.

[0128] The following is an explanation of stationary turning: If the current driving speed is 0 but the left and right turn control command values ​​are... At this time, the tracked chassis is in stationary differential steering mode, i.e., the left-hand driving power source control value is... Right-hand drive power source control value When the operator sends a stationary turn command, the left track moves backward and the right track moves forward, resulting in a counter-clockwise stationary turn when the vehicle is viewed from above. This represents the control coefficient.

[0129] The following is an introduction to steering: Determine the left and right steering control command values. , The value controls vehicle steering, and this steering control command is generated by the human-machine interface terminal or the local human-machine interaction console. If the current driving speed is not zero, Turn right and proceed with the turn. Turn left and proceed with the turn.

[0130] The above process provides four methods and mechanisms for switching driving modes.

[0131] Please see Figure 4 , Figure 4 This is a schematic diagram of a speed sensor installation provided in an embodiment of this application. b1 represents a gearbox, b2 represents a speed sensor, b3 represents a fixing device, b4 represents a sensor wiring harness, b5 represents a sensor mounting bracket, and f represents a preset distance. The sensor mounting bracket is used to fix the sensor to the gearbox, while the gearbox is fixed to the coupling; that is, the gearbox moves while the sensor remains fixed, thus allowing the measurement of changes in the number of teeth.

[0132] In this embodiment, a gear disk is added to the coupling between the left and right travel power sources and the corresponding reduction gearboxes. A speed sensor converts the tooth count information on the gear disk into orthogonal square wave electrical signals via a sensor harness. The main controller then determines the number of teeth rotated by the gear disk per unit time by recording the number of square wave electrical signals. Using the tooth count data collected per unit time, the main controller can calculate the rotational speed of the current travel power source on one side. The travel speeds of the left and right tracks can be calculated from the rotational speeds of the left and right travel power sources. In this embodiment, the square wave count is equivalent to the tooth count.

[0133] Please see Figure 5 , Figure 5 A flowchart of a speed calculation method provided in this application embodiment specifically includes the following steps:

[0134] S201: Record the cumulative count square wave of the left and right speed sensors from the initial state to the end of the previous cycle.

[0135] The aforementioned cumulative count square wave is read by the main controller; specifically, the number of cumulative count square waves (i.e., the first cumulative tooth count) collected by the left speed sensor (i.e., the first sensor) from the initial state to the end of the previous cycle is: The number of cumulative count square waves collected by the right speed sensor (i.e., the second sensor) from the initial state until the end of the previous cycle (i.e., the third cumulative tooth count) is: .

[0136] S202: Record the cumulative square wave count of the left and right speed sensors read by the main controller from the initial state until the end of the current cycle.

[0137] Specifically, the number of cumulative count square waves collected by the left speed sensor (i.e., the first sensor) from the initial state until the end of this cycle (i.e., the second cumulative tooth count) is: The number of cumulative count square waves collected by the right speed sensor (i.e., the second sensor) from the initial state until the end of this cycle (i.e., the fourth cumulative tooth count) is: .

[0138] S203: Calculate the number of square waves sent by the left and right speed sensors during the interval between the previous cycle and the current cycle.

[0139] Specifically, the number of square waves transmitted by the left speed sensor (i.e., the first sensor) during the interval between the previous cycle and the current cycle. The number of square waves transmitted by the right speed sensor (i.e., the second sensor) during the interval between the previous cycle and the current cycle. The t above represents the current period number.

[0140] S204: Calculate the total number of square waves sent by the speed sensor approximately m cycles prior to the current cycle.

[0141] Specifically, the total number of square waves transmitted by the left speed sensor (i.e., the first sensor) over the previous m cycles from the current cycle. The total number of square waves sent by the right speed sensor (i.e., the second sensor) m cycles prior to the current cycle. , where k represents the number of periods.

[0142] S205: Calculate the average speed of the left and right tracks by the total number of square waves sent by the left and right speed sensors for m cycles prior to the current cycle.

[0143] The first sensor mentioned above can be a left-side drive power source encoder, and the second sensor can be a right-side drive power source encoder.

[0144] The derivation method of the speed calculation formula is as follows: One revolution of the walking power source drives the counting gear disk to rotate one revolution, and the number of teeth on the gear disk... The torque from the driving power source is reduced and increased by the gearbox, with a reduction ratio of [missing information]. , This indicates the input speed of the gearbox. This indicates the output speed of the gearbox; since the gearbox is directly connected to the drive wheel, the speed ratio between the power source and the drive wheel is also [value missing]. ; the active wheel is Tooth structure ( (Indicates the number of teeth on the drive wheel), while the distance between the track shoes is... mm, when the drive wheel tooth meshes with the track end connector, means the distance traveled in one revolution of the drive wheel. It can be seen that the power source moves the tracks a distance when it completes one revolution. mm, the drive power source encoder sends a counting square wave representing the distance the vehicle has traveled. mm; and the speed calculation cycle is The unit for the speed values ​​of the left and right tracks is Average speed of the left track (i.e., the current average speed of the left track) Average speed of the right track (i.e., the current average speed of the right track) The above process provides an algorithm for obtaining real-time vehicle speed using sensors. The "mm" in the text refers to millimeters.

[0145] Please see Figure 6 , Figure 6 This is a schematic diagram of the center speed of a vehicle provided in an embodiment of this application. If structural errors, slippage, and loss of counting square waves are not considered, the current travel speed of the left and right tracks of the vehicle and the overall vehicle speed (i.e., the center speed of the vehicle or the current travel speed of the tracked chassis) can be calculated by counting the square waves of the encoder over a certain period of time. . This indicates the average speed of the left track. This indicates the average speed of the right track.

[0146] Please see Figure 7 , Figure 7 This is a schematic diagram of a chassis steering and driving system provided in an embodiment of this application. Indicates the center of the turn. Indicates the turning angular velocity. Indicates the turning radius of a tracked chassis. This indicates the current average speed of the right track. Indicates the current travel speed of the tracked chassis, 2 This indicates the spacing between the left and right tracks. Indicates the center of the tracked chassis. This indicates the current average speed of the left track. This refers to the centrifugal force when the tracked chassis turns.

[0147] The vehicle rollover prevention control technology provided in this embodiment is as follows:

[0148] When the chassis is traveling at high and low speeds, the risk of vehicle rollover due to an excessively small turning radius must also be considered. The vehicle control system needs to process and calculate the current turning radius in real time to incorporate an anti-rollover mechanism to mitigate the risk. When the chassis is in motion, with a turning radius of r, and assuming the left-side track speed is... The right-side track speed is Then the overall vehicle speed The total vehicle weight is Then the centrifugal force when the chassis turns The smaller the turning radius and the greater the speed, the greater the centrifugal force. The larger the size, the greater the risk of chassis rollover.

[0149] To prevent the chassis from overturning during operation, the design requires centrifugal force. If the anti-overturning coefficient in the formula , The derivation leads to... This indicates that as vehicle speed increases, the required turning radius also needs to increase to maintain safe driving and steering. The spacing between the left and right tracks of this chassis is... ,like Then the turning radius of the left track for Right track turning radius for Then there is (Equation 1), in Equation 1 This represents the turning angular velocity value.

[0150] Based on the interval between the left and right tracks of the chassis Derivation shows that when the speed of the left and right tracks reaches the critical state that causes the chassis to overturn, at this time... ,Will Substituting the limit value, we obtain the speed ratio. (Equation 2), at this time When the chassis turns left, the speed is higher than... (Equation 3). Equations 2 and 3 represent the ratio of the left and right track speeds when the chassis reaches the anti-tipping critical point during a turn. Let the track speed ratio during travel be... ,but (Equation 4). This indicates the speed of the side with the lower speed, either the left or right track. This indicates the speed of the side with the greater speed, either the left or right track.

[0151] The anti-rollover control strategy in this embodiment requires the larger of the left and right track speeds to be driven by the power source control value. Depend on Command control, such as the actual control values ​​of the tracks on both sides when steering is not required. and Equal (without correction). When the steering control command value Control turning when the value is not 0. remain unchanged The speed should be reduced accordingly, but the actual control speed must meet the requirements of Equation 4. At this point, there is no risk of the chassis overturning. Equation 4 is the limiting factor for the high-precision straight-line driving and steering control stage, and it must meet the requirements of the equation at all times. This indicates the driving control value of the power source for the side with the smaller speed of the left and right tracks.

[0152] The above process provides the vehicle anti-rollover control algorithm and logic.

[0153] This embodiment provides algorithms and logic for straight-line driving and steering-related control, as well as driving control algorithms for the drive system. Specific high-precision straight-line driving and steering control technologies are as follows:

[0154] In high-precision straight-line driving, there are two modes: forward gear and reverse gear. Here, we introduce an abstract concept of the throttle, denoted as... The throttle value is sent by the operator. The command is used for calculation. In forward gear... In the formula The peak speed of the power source. It also directly affects the chassis's top speed and the final left track control. and right track control amount The range of values ​​is During the straight-line driving phase, since the steering command is zero, no steering is required. However, if... After processing, the output is directly given to the left and right walking power source drives. Even if the output control values ​​on both sides are the same, the actual travel speed of the left and right tracks will differ due to various factors such as unstable output torque or inconsistent track movement resistance. This will result in the vehicle exhibiting continuous steering or S-shaped maneuvering. The left track control value is the first track control value, and the right track control value is the second track control value.

[0155] This invention uses the encoder counting square waves acquired by the encoders installed on the left and right driving power sources to monitor the current driving speed, and simultaneously uses the square wave counts of the left and right driving encoder sensors within the current program execution cycle. and This is used to correct the vehicle's direction of travel, ensuring the vehicle continues to travel in a straight line. First, the error is calculated. This refers to the difference between the number of count square waves sent by the right drive power source encoder and the number of count square waves sent by the left drive power source encoder within the same time period. Using a PID control algorithm, only the proportional and integral parts are calculated, where P represents the proportional control part. ,in I represents the proportional coefficient of the PID algorithm; I represents the integral control part. , in These are the integral coefficients for the PI algorithm.

[0156] (Equation 5);

[0157] This embodiment can also compensate the PID output. In system control, if the speed of the left track is faster than that of the right track, the control quantity of the left track will be adjusted. ,in The right track control volume remains at [value missing]. If the speed of the left track is slower than that of the right track, the right track control amount... ,in The left track control volume remains at The above explains the control algorithm for straight-line driving in forward gear. The control algorithm is similar for straight-line driving in reverse gear.

[0158] The above only describes the high-precision straight-line driving control method. The high-precision steering control technology is as follows: the real-time track speed ratio should satisfy the formula... This simplifies the calculation process; the anti-overturning coefficient is given in the formula. , In this design, the spacing between the left and right tracks of the chassis is 2d. Speed ​​is the derivative of distance. If instantaneous speed fluctuations are not considered, and the time is constant and short, then the speed is directly proportional to the distance traveled; therefore, we have... If the vehicle turns right at this time, then for , for Therefore, Then it can be deduced that This indicates that the difference between the square wave sent by the right drive encoder and the left drive encoder during a right turn within the program cycle is no greater than [value missing]. According to the operating rules for using the control terminal, the command value is switched. It is positively correlated with the steering angle; that is, the greater the deviation of the steering command from the center position (0), the more aggressive the turn. Absolute value is the instruction limit value The smaller the turning radius, the higher the requirement. This indicates that at this time And when Then, the anti-overturning compensation amount is used. (Equation 6) constrains the difference in square wave numbers sent by the left and right speed sensors. When steering is required, That is, the requirement for the PI algorithm to maintain a steady state. Finally Formula 6 requires substituting input to calculate the result. This indicates the number of teeth (i.e., square wave number) detected by the sensor on the side with lower speed, either the left or right track. This indicates the number of teeth (i.e., square wave number) detected by the sensor on the side with the higher speed, either the left or right track. This indicates the number of teeth detected by the first sensor in the current cycle. This indicates the number of the second tooth detected by the second sensor in the current cycle.

[0159] At this moment, the difference between the square wave number sent by the left encoder and the square wave number sent by the right encoder is exactly 1 / 2. At this point, the vehicle maintains a stable turning radius and is in a safe condition with no risk of overturning. Simultaneously, the operator can change [the following settings] via the control terminal. The value is used to precisely fine-tune the turning radius, so that the whole vehicle meets the requirements of high-precision turning control.

[0160] If the tracked chassis turns right, the anti-rollover compensation amount is: If the tracked chassis turns left, the anti-rollover compensation amount is: .

[0161] This embodiment accurately and in real-time acquires the left and right track displacements of the unmanned vehicle by designing speed sensors on the coupling between the left and right driving power sources and the reduction gearbox. The real-time speed value is obtained from the displacement, allowing the control system to respond promptly to changes in vehicle speed and steering, thus improving the overall vehicle control accuracy and sensitivity. Operationally, this embodiment allows switching between four modes: straight-line driving, reverse driving, stationary turning, and turning driving. Different driving control mechanisms exist in each mode, making it suitable for various driving tasks and improving the adaptability and redundancy of the unmanned vehicle. This embodiment employs a PID straight-line driving control algorithm based on speed sensors, using the difference in counted pulses from the left and right speed sensors to dynamically correct the driving control process, thereby improving the accuracy of the vehicle's straight-line driving. This embodiment also employs a PID steering driving control algorithm based on speed sensors, acquiring steering commands sent by the operator in real-time to calculate precisely adjustable left and right driving control output values ​​for precise steering and straight-line driving. This embodiment incorporates vehicle rollover factors into the driving and steering control process, enabling real-time avoidance of rollover risks and improving overall vehicle control safety.

[0162] This application provides a control device for a tracked chassis. The left power source of the tracked chassis drives the left track via a left coupling, a left reduction gearbox, and a left drive wheel. The right power source of the tracked chassis drives the right track via a right coupling, a right reduction gearbox, and a right drive wheel. A first gear disc is mounted on the left coupling, and a second gear disc is mounted on the right coupling. The tracked chassis also includes a first sensor and a second sensor. The first sensor detects the number of teeth rotated by the first gear disc per unit time, and the second sensor detects the number of teeth rotated by the second gear disc per unit time. The control device for the tracked chassis includes:

[0163] The tooth count module is used to determine the first number of teeth detected by the first sensor in the current cycle and to determine the second number of teeth detected by the second sensor in the current cycle.

[0164] An error determination module is used to determine the straight-line speed error based on the first number of teeth and the second number of teeth; wherein, the straight-line speed error is used to describe the degree of speed deviation between the left track and the right track;

[0165] The straight-line compensation determination module is used to calculate the straight-line speed error using a proportional-integral control algorithm if the tracked chassis is in a straight-line driving state, and obtain a first compensation amount.

[0166] The control quantity determination module is used to determine the first track control quantity and the second track control quantity based on the current throttle value of the tracked chassis and the first compensation quantity;

[0167] The left track control module is used to send control commands corresponding to the first track control quantity to the driver so as to adjust the driving force output by the left power source;

[0168] The right track control module is used to send control commands corresponding to the second track control quantity to the driver so as to adjust the driving force output by the right power source.

[0169] In the tracked chassis used in this embodiment, the left power source drives the left track through the left coupling, left reduction gearbox, and left drive wheel, while the right power source drives the right track through the right coupling, right reduction gearbox, and right drive wheel. In this embodiment, gear discs are installed on the left and right couplings respectively, and corresponding sensors are set to detect the number of teeth rotated by the gear discs. In the above-described control method for the tracked chassis, the straight-line speed error, used to describe the degree of speed deviation between the two tracks, is determined based on the number of teeth detected by the first and second sensors in the current cycle. When the tracked chassis is in a straight-line driving state, this embodiment directly uses the straight-line speed error to calculate the proportional-integral control algorithm to obtain the first compensation amount. This embodiment determines the first track control amount and the second track control amount based on the current throttle value of the tracked chassis and the first compensation amount, thereby adjusting the driving force output by the left and right power sources to accurately match the speeds of the left and right tracks, thus improving overall control accuracy. This embodiment can dynamically adjust the output of the power sources based on real-time data, ensuring the tracked chassis remains stable during driving, thereby improving driving safety. Therefore, this embodiment can improve the control accuracy and driving safety of tracked chassis.

[0170] Furthermore, it also includes:

[0171] If the tracked chassis is in a steering state, the steering compensation determination module determines the anti-rollover compensation amount; wherein, the anti-rollover compensation amount is used to describe the difference in rotational speed between the left track and the right track when the tracked chassis is in a critical rollover state; it is also used to add the anti-rollover compensation amount to the straight-line speed error to obtain the steering speed error; it is also used to calculate the steering speed error using a proportional-integral control algorithm to obtain a second compensation amount;

[0172] The control quantity determination module is used to determine the third track control quantity and the fourth track control quantity based on the current throttle value of the tracked chassis and the second compensation quantity.

[0173] The left track control module is used to send control commands corresponding to the third track control quantity to the driver so as to adjust the driving force output by the left power source;

[0174] The right track control module is used to send control commands corresponding to the fourth track control quantity to the driver so as to adjust the driving force output by the right power source.

[0175] Furthermore, the process of determining the anti-rollover compensation amount by the steering compensation determination module includes: determining the received left and right steering control commands, determining the current steering amplitude according to the left and right steering control commands, and determining the anti-rollover compensation amount according to the current steering amplitude, the current driving speed and the target number of teeth, wherein the target number of teeth is the number of teeth detected by the first sensor or the second sensor in the current cycle;

[0176] Correspondingly, it also includes:

[0177] The throttle value determination module is used to determine the received acceleration / deceleration control command and determine the current throttle value of the tracked chassis based on the acceleration / deceleration control command.

[0178] Furthermore, it also includes:

[0179] The target tooth count setting module is used to, before determining the anti-rollover compensation amount based on the current steering amplitude, current travel speed, and target tooth count, if the left and right steering control command is a command to control the tracked chassis to turn left, set the second tooth count detected by the second sensor in the current cycle as the target tooth count; and is also used to, if the left and right steering control command is a command to control the tracked chassis to turn right, set the first tooth count detected by the first sensor in the current cycle as the target tooth count.

[0180] Furthermore, the tooth count module determines the first number of teeth detected by the first sensor in the current cycle, and the process of determining the second number of teeth detected by the second sensor in the current cycle includes: recording the first cumulative number of teeth of the first sensor from the initial state to the end of the previous cycle, recording the second cumulative number of teeth of the first sensor from the initial state to the end of the current cycle, and subtracting the first cumulative number of teeth from the second cumulative number of teeth to obtain the first number of teeth detected by the first sensor in the current cycle; recording the third cumulative number of teeth of the second sensor from the initial state to the end of the previous cycle, recording the fourth cumulative number of teeth of the second sensor from the initial state to the end of the current cycle, and subtracting the third cumulative number of teeth from the fourth cumulative number of teeth to obtain the second number of teeth detected by the second sensor in the current cycle.

[0181] Furthermore, it also includes:

[0182] The travel speed calculation module is used to calculate the current average speed of the left track based on the first tooth count detected within the most recent m cycles; it is also used to calculate the current average speed of the right track based on the second tooth count detected within the most recent m cycles; and it is also used to calculate the current travel speed of the tracked chassis based on the current average speed of the left track and the current average speed of the right track.

[0183] Furthermore, it also includes:

[0184] The driving state determination module is used to receive acceleration / deceleration control commands and left / right steering control commands, and determine the current driving speed of the tracked chassis; it is also used to determine that the tracked chassis is in a straight-line driving state if the value of the left / right steering control command is 0 and the current driving speed of the tracked chassis is not 0; it is also used to determine that the tracked chassis is in a turning driving state if the value of the left / right steering control command is not 0 and the current driving speed of the tracked chassis is not 0; it is also used to determine that the tracked chassis is in a stationary turning state if the value of the left / right steering control command is not 0 and the current driving speed of the tracked chassis is 0; and it is also used to determine that the tracked chassis is in a stationary state if the acceleration / deceleration control command is 0, the value of the left / right steering control command is 0, and the current driving speed of the tracked chassis is 0.

[0185] Since the embodiments of the apparatus and the embodiments of the method correspond to each other, please refer to the description of the embodiments of the method for the embodiments of the apparatus, which will not be repeated here.

[0186] This application also provides a storage medium on which a computer program is stored, which, when executed, can perform the steps provided in the above embodiments. The storage medium may include various media capable of storing program code, such as a USB flash drive, a portable hard drive, a read-only memory (ROM), a random access memory (RAM), a magnetic disk, or an optical disk.

[0187] This application also provides an electronic device that may include a memory and a processor. The memory stores a computer program, and when the processor calls the computer program in the memory, it can implement the steps provided in the above embodiments. Of course, the electronic device may also include various network interfaces, power supplies, and other components.

[0188] The various embodiments in this specification are described in a progressive manner, with each embodiment focusing on its differences from other embodiments. Similar or identical parts between embodiments can be referred to interchangeably. For the apparatus disclosed in the embodiments, since it corresponds to the method disclosed in the embodiments, the description is relatively simple; relevant parts can be referred to in the method section. It should be noted that those skilled in the art can make various improvements and modifications to this application without departing from the principles of this application, and these improvements and modifications also fall within the protection scope of this application.

[0189] It should also be noted that, in this specification, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

Claims

1. A control method for a tracked chassis, characterized in that, A control device applied to the tracked chassis includes a left-side power source for driving the left track via a left-side coupling, a left-side reduction gearbox, and a left-side drive wheel; and a right-side power source for driving the right track via a right-side coupling, a right-side reduction gearbox, and a right-side drive wheel. A first gear disc is mounted on the left-side coupling, and a second gear disc is mounted on the right-side coupling. The tracked chassis also includes a first sensor and a second sensor. The first sensor detects the number of teeth rotated by the first gear disc per unit time, and the second sensor detects the number of teeth rotated by the second gear disc per unit time. The control method for the tracked chassis includes: Determine the number of teeth detected by the first sensor in the current cycle, and determine the number of teeth detected by the second sensor in the current cycle; The straight-line speed error is determined based on the first number of teeth and the second number of teeth; wherein, the straight-line speed error is used to describe the degree of speed deviation between the left track and the right track; If the tracked chassis is in a straight-line driving state, the proportional-integral control algorithm is used to calculate the straight-line speed error to obtain the first compensation amount; The first track control quantity and the second track control quantity are determined based on the current throttle value of the tracked chassis and the first compensation quantity; Send a control command corresponding to the first track control quantity to the driver to adjust the driving force output by the left power source; Send a control command corresponding to the second track control quantity to the driver to adjust the driving force output by the right power source; After determining the straight-line speed error based on the first and second tooth counts, the following is also included: If the tracked chassis is in a turning driving state, then the anti-rollover compensation amount is determined; wherein, the anti-rollover compensation amount is used to describe the degree of difference in rotational speed between the left track and the right track when the tracked chassis is in a critical rollover state; Add the anti-rollover compensation amount to the straight-line speed error to obtain the steering speed error; The steering speed error is calculated using a proportional-integral control algorithm to obtain the second compensation amount; The third track control quantity and the fourth track control quantity are determined based on the current throttle value of the tracked chassis and the second compensation quantity; Send a control command corresponding to the third track control quantity to the driver to adjust the driving force output by the left power source; Send a control command corresponding to the fourth track control quantity to the driver to adjust the driving force output by the right power source; Determining the anti-overturning compensation amount includes: The received left and right steering control commands are determined, and the current steering amplitude is determined according to the left and right steering control commands. The anti-rollover compensation amount is determined according to the current steering amplitude, the current driving speed and the target number of teeth, where the target number of teeth is the number of teeth detected by the first sensor or the second sensor in the current cycle. Correspondingly, it also includes: The received acceleration / deceleration control command is determined, and the current throttle value of the tracked chassis is determined based on the acceleration / deceleration control command; Calculate the anti-overturning compensation amount using the following method. : ; This indicates the value of the left and right turn control command. This indicates the maximum value of the left and right turn control commands. Indicates the current driving speed. Indicates the anti-overturning coefficient. Represents gravitational acceleration. This indicates the distance between the left and right tracks. Indicates the target number of teeth. and The ratio represents the current steering magnitude.

2. The control method for a tracked chassis according to claim 1, characterized in that, Before determining the anti-rollover compensation amount based on the current steering angle, current driving speed, and target tooth count, the method further includes: If the left and right steering control command is a command to control the tracked chassis to turn left, then the second number of teeth detected by the second sensor in the current cycle is set as the target number of teeth; If the left and right steering control command is a command to control the tracked chassis to turn right, then the first number of teeth detected by the first sensor in the current cycle is set as the target number of teeth.

3. The control method for a tracked chassis according to claim 1, characterized in that, Determining the number of teeth detected by the first sensor in the current cycle, and determining the number of teeth detected by the second sensor in the current cycle, includes: Record the first cumulative number of teeth of the first sensor from the initial state to the end of the previous cycle, record the second cumulative number of teeth of the first sensor from the initial state to the end of the current cycle, and subtract the first cumulative number of teeth from the second cumulative number of teeth to obtain the first number of teeth detected by the first sensor in the current cycle. Record the third cumulative number of teeth of the second sensor from the initial state to the end of the previous cycle, record the fourth cumulative number of teeth of the second sensor from the initial state to the end of the current cycle, and subtract the third cumulative number of teeth from the fourth cumulative number of teeth to obtain the second number of teeth detected by the second sensor in the current cycle.

4. The control method for a tracked chassis according to claim 1, characterized in that, Also includes: The current average speed of the left track is calculated based on the number of first teeth detected within the most recent m cycles; The current average speed of the right track is calculated based on the number of the second teeth detected within the most recent m cycles; The current travel speed of the tracked chassis is calculated based on the current average speed of the left track and the current average speed of the right track.

5. The control method for a tracked chassis according to claim 1, characterized in that, Also includes: Receive acceleration / deceleration control commands and left / right steering control commands, and determine the current travel speed of the tracked chassis; If the value of the left and right steering control command is 0 and the current travel speed of the tracked chassis is not 0, then it is determined that the tracked chassis is in a straight-line travel state. If the value of the left and right steering control command is not 0 and the current travel speed of the tracked chassis is not 0, then the tracked chassis is determined to be in a steering travel state. If the value of the left and right turn control command is not 0 and the current travel speed of the tracked chassis is 0, then it is determined that the tracked chassis is in a stationary turn state. If the acceleration / deceleration control command is 0, the left / right steering control command is 0, and the current travel speed of the tracked chassis is 0, then the tracked chassis is determined to be stationary.

6. A control device for a tracked chassis, characterized in that, For implementing the control method of the tracked chassis according to any one of claims 1 to 5, the left power source of the tracked chassis is used to drive the left track through a left coupling, a left reduction gearbox and a left drive wheel, and the right power source of the tracked chassis is used to drive the right track through a right coupling, a right reduction gearbox and a right drive wheel. A first gear disk is mounted on the left coupling, and a second gear disk is mounted on the right coupling. The tracked chassis further includes a first sensor and a second sensor. The first sensor is used to detect the number of teeth rotated by the first gear disk per unit time, and the second sensor is used to detect the number of teeth rotated by the second gear disk per unit time. The control device of the tracked chassis includes: The tooth count module is used to determine the first number of teeth detected by the first sensor in the current cycle and to determine the second number of teeth detected by the second sensor in the current cycle. An error determination module is used to determine the straight-line speed error based on the first number of teeth and the second number of teeth; wherein, the straight-line speed error is used to describe the degree of speed deviation between the left track and the right track; The straight-line compensation determination module is used to calculate the straight-line speed error using a proportional-integral control algorithm if the tracked chassis is in a straight-line driving state, and obtain a first compensation amount. The control quantity determination module is used to determine the first track control quantity and the second track control quantity based on the current throttle value of the tracked chassis and the first compensation quantity; The left track control module is used to send control commands corresponding to the first track control quantity to the driver so as to adjust the driving force output by the left power source; The right track control module is used to send control commands corresponding to the second track control quantity to the driver so as to adjust the driving force output by the right power source.

7. An electronic device, characterized in that, It includes a memory and a processor, wherein the memory stores a computer program, and the processor, when calling the computer program in the memory, implements the steps of the control method for the tracked chassis as described in any one of claims 1 to 5.

8. A storage medium, characterized in that, The storage medium stores computer-executable instructions, which, when loaded and executed by a processor, implement the steps of the control method for the tracked chassis as described in any one of claims 1 to 5.

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