Multi-bus cooperative driving control method and device and multi-bus system

Abstract

The invention provides a control method and device for multi-bus cooperative driving and a multi-bus system, and belongs to the technical field of public transport means control. According to the control method for multi-bus cooperative driving of buses, the linear speed of a hinge point can be obtained by obtaining and processing information such as the speed, the wheelbase and the front wheel turning angle of a front bus, and therefore the linear speed of the hinge point can be obtained; the front wheel turning angle and the vehicle speed of the rear vehicle are further calculated, and parameters such as the front wheel turning angle and the vehicle speed of the rear vehicle are controlled, so that accurate control over the vehicle is achieved, stable cooperative driving of multiple vehicles is achieved, the current vehicle can accurately follow the front vehicle, safe and efficient cooperative driving of the multiple vehicles is achieved, and the driving safety is improved. All the single vehicles can keep a certain distance and speed on the road, and the dangerous conditions such as collision and folding between the vehicles are avoided.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of public transport control technology, and in particular to a control method and device for coordinated driving of multiple buses and a multiple-bus system. BACKGROUND

[0002] The multiple-bus coupling system is an innovative public transport solution that connects multiple buses together to form a multiple-bus formation for more efficient and stable transport services. This system can improve the capacity and efficiency of bus transportation and reduce passenger waiting time. The multiple-bus coupling system groups independent vehicles into a single assembly for centralized, efficient, and variable-capacity transportation on ordinary routes, and the buses can also be separated into independent vehicles for flexibility on various routes.

[0003] In the prior art, rail transit vehicles are the main body, and specific rails or full-axle steering vehicles need to be built, and there is a lack of research on the coordinated driving of common Ackerman steering structure (front-wheel steering and rear-wheel driving) public transport vehicles. The stability of the rear vehicle in the coupling vehicle coordination driving process, the impact of the connecting mechanism under tension, and the control technology of the front and rear vehicles are not considered. How to realize the function of stable driving of multiple public transport buses is a problem that needs to be solved. SUMMARY

[0004] The present application provides a control method and device for coordinated driving of multiple buses and a multiple-bus system to solve the problem of stable driving control of multiple buses in the prior art and realize stable coordinated driving of multiple buses.

[0005] The present application provides a control method for coordinated driving of multiple buses, applied to a multiple-bus system with front and rear vehicles hinged together. The method comprises:

[0006] Based on the speed, wheelbase, and front-wheel steering angle of the front vehicle and the distance from the hinge point of the front and rear vehicles to the center of the rear wheels of the front vehicle, the linear speed of the hinge point is obtained.

[0007] Based on the linear speed of the hinge point, the wheelbase of the rear vehicle, the orientation angle of the front vehicle, the orientation angle of the rear vehicle, the distance from the hinge point to the center of the front wheels of the rear vehicle, and the front-wheel steering angle of the front vehicle, the front-wheel steering angle and speed of the rear vehicle are obtained.

[0008] Based on the driving state of the multiple-bus system and according to the front-wheel steering angle of the rear vehicle, a front-wheel steering angle control instruction for the rear vehicle is generated. Alternatively, based on the driving state of the multiple-bus system and according to the speed of the rear vehicle, a speed control instruction for the rear vehicle is generated.

[0009] According to the application, a control method for bus multi-vehicle cooperative driving is provided, which is based on the driving state of the multi-bus vehicle system and generates a front wheel steering angle control instruction of a rear vehicle according to the front wheel steering angle of the rear vehicle, and comprises the following steps:

[0010] In the case that the driving state of the multi-bus vehicle system is driving on a curve, the curvature radius of the curve is determined;

[0011] In the case that the curvature radius is less than a curvature radius threshold value, a steering angle feedforward compensation value is determined based on the size of the curvature radius and a proportional coefficient of the rear vehicle;

[0012] A front wheel steering angle control instruction of the rear vehicle is generated based on the steering angle feedforward compensation value and the front wheel steering angle of the rear vehicle.

[0013] According to the application, a control method for bus multi-vehicle cooperative driving is provided, which is based on the driving state of the multi-bus vehicle system and generates a front wheel steering angle control instruction of a rear vehicle according to the front wheel steering angle of the rear vehicle, and comprises the following steps:

[0014] In the case that the driving state of the multi-bus vehicle system is driving on a curve, the orientation angle of the front vehicle and the orientation angle of the rear vehicle are obtained;

[0015] Based on the orientation angle of the front vehicle and the orientation angle of the rear vehicle, a target included angle of the orientation angles of the front vehicle and the rear vehicle is determined;

[0016] In the case that the target included angle is greater than a first included angle threshold value and the orientation angle is right, a front wheel steering angle control instruction of the rear vehicle is generated based on the front wheel steering angle to limit the steering angle of the rear vehicle to be zero or left; in the case that the target included angle is less than a second included angle threshold value and the orientation angle is left, a front wheel steering angle control instruction of the rear vehicle is generated based on the front wheel steering angle to limit the steering angle of the rear vehicle to be zero or right.

[0017] According to the application, a control method for bus multi-vehicle cooperative driving is provided, which is based on the driving state of the multi-bus vehicle system and generates a speed control instruction of a rear vehicle according to the speed of the rear vehicle, and comprises the following steps:

[0018] In the case that the driving state of the multi-bus vehicle system is emergency braking or failure, a speed control instruction of the rear vehicle is generated based on the speed of the rear vehicle to increase the brake pressure of the rear vehicle.

[0019] According to the application, a control method for bus multi-vehicle cooperative driving is provided, which is based on the speed of a rear vehicle and generates a speed control instruction of the rear vehicle to increase the brake pressure of the rear vehicle, and comprises the following steps:

[0020] The real-time speed of the front vehicle and the distance between the rear vehicle and the front vehicle are obtained;

[0021] determine, based on a real-time speed of the preceding vehicle, that a speed change rate of the preceding vehicle is greater than a preset speed change rate threshold;

[0022] determine, based on a distance between the following vehicle and the preceding vehicle and a vehicle speed of the following vehicle, an expected brake pressure of the following vehicle;

[0023] generate, according to the expected brake pressure of the following vehicle, a speed control instruction of the following vehicle to increase the brake pressure of the following vehicle.

[0024] According to the control method for bus multi-vehicle cooperative driving provided by the application, the speed control instruction of the following vehicle is generated according to the driving state of the multi-bus vehicle system and the vehicle speed of the following vehicle, which comprises:

[0025] In the case that the driving state of the multi-bus vehicle system is vehicle starting, the speed control instruction of the following vehicle is generated according to the vehicle speed of the following vehicle; wherein, the following vehicle determines the real-time distance with the preceding vehicle in the case that the speed control instruction is received, and the speed control instruction is executed by the following vehicle in the case that the real-time distance is greater than the distance threshold and the vehicle speed of the following vehicle is greater than the vehicle speed threshold.

[0026] According to the control method for bus multi-vehicle cooperative driving provided by the application, the speed control instruction of the following vehicle is generated according to the driving state of the multi-bus vehicle system and the vehicle speed of the following vehicle, which comprises:

[0027] Based on the speed, the wheelbase and the front wheel steering angle of the preceding vehicle, the first angular velocity of the preceding vehicle around the instantaneous rotation center is obtained;

[0028] Based on the first angular velocity and the distance from the hinge point of the preceding vehicle and the following vehicle to the center of the rear wheel of the preceding vehicle, the linear velocity of the hinge point is obtained.

[0029] According to the control method for bus multi-vehicle cooperative driving provided by the application, the speed control instruction of the following vehicle is generated according to the driving state of the multi-bus vehicle system and the vehicle speed of the following vehicle, which comprises:

[0030] Based on the linear velocity of the hinge point, the orientation angle of the preceding vehicle, the orientation angle of the following vehicle and the distance from the hinge point to the center of the front wheel of the following vehicle, the rear wheel angular velocity of the following vehicle around the instantaneous rotation center is obtained;

[0031] Based on the wheelbase of the following vehicle, the distance from the hinge point to the center of the front wheel of the following vehicle, the orientation angle of the preceding vehicle, the orientation angle of the following vehicle and the front wheel steering angle of the preceding vehicle, the front wheel steering angle of the following vehicle is obtained; based on the rear wheel angular velocity of the following vehicle, the wheelbase of the following vehicle, the distance from the hinge point to the center of the front wheel of the following vehicle, the orientation angle of the preceding vehicle, the orientation angle of the following vehicle and the front wheel steering angle of the preceding vehicle, the vehicle speed of the following vehicle is obtained.

[0032] The application also provides a control device for coordinated driving of multiple buses, comprising:

[0033] a first processing module, configured to obtain a linear speed of a hinged joint based on a speed, an axle distance and a front wheel steering angle of a front bus and a distance from the hinged joint to a rear wheel center of the front bus;

[0034] a second processing module, configured to obtain a front wheel steering angle and a speed of a rear bus based on the linear speed of the hinged joint, the axle distance of the rear bus, a heading angle of the front bus, a heading angle of the rear bus, a distance from the hinged joint to a front wheel center of the rear bus and the front wheel steering angle of the front bus;

[0035] a third processing module, configured to generate a front wheel steering angle control instruction of the rear bus based on a driving state of the multiple bus system and the front wheel steering angle of the rear bus, or the third processing module is also configured to generate a speed control instruction of the rear bus based on the driving state of the multiple bus system and the speed of the rear bus.

[0036] The application also provides a multiple bus system, comprising: single buses hingedly connected in front and back and perception modules, drive-by-wire chassis, communication modules, vehicle-mounted processors and memories arranged on each single bus;

[0037] The perception modules are configured to confirm position and posture information of front and rear buses;

[0038] The vehicle-mounted processors communicate with the drive-by-wire chassis through controller area network acquisition modules, and the drive-by-wire chassis is configured to acquire chassis information to obtain real-time speed and front wheel steering angle of the buses and issue speed control instructions and front wheel steering angle control instructions to control the buses;

[0039] The communication modules are configured to perform wireless communication between the single buses;

[0040] The memories store computer programs that can run on the vehicle-mounted processors, and the vehicle-mounted processors implement the control method for coordinated driving of multiple buses according to any one of the above when executing the computer programs.

[0041] The application also provides an electronic device, comprising a memory, a processor and computer programs stored on the memory and capable of running on the processor, and the processor implements the control method for coordinated driving of multiple buses according to any one of the above when executing the programs.

[0042] The application also provides a non-transitory computer readable storage medium, which stores computer programs that are executed by a processor to implement the control method for coordinated driving of multiple buses according to any one of the above.

[0043] The application further provides a computer program product comprising a computer program which, when executed by a processor, implements the control method for bus multi-vehicle cooperative driving.

[0044] The application provides the control method for bus multi-vehicle cooperative driving, the device and the multi-bus vehicle system, through the acquisition and processing of the speed, the wheelbase, the front wheel rotation angle and other information of the front vehicle, the linear speed of the hinged point can be obtained, and the front wheel rotation angle and the speed of the rear vehicle are further calculated, the front wheel rotation angle and the speed of the rear vehicle are controlled, and thus the precise control of the vehicle is realized, the stable cooperative driving of the multiple vehicles is realized, the current vehicle can accurately follow the front vehicle, the safe and efficient multi-vehicle cooperative driving is realized, and each single vehicle can maintain a certain distance and speed on the road, so that the collision and folding and other dangerous situations between the vehicles are avoided. BRIEF DESCRIPTION OF DRAWINGS

[0045] In order to more clearly illustrate the technical solutions in the application or the prior art, the following will briefly introduce the drawings needed to be used in the embodiments or the prior art description. Obviously, the drawings in the following description are some embodiments of the application, and other drawings can be obtained by those skilled in the art without creative effort.

[0046] Figure 1 is a structural schematic diagram of the multi-bus vehicle system provided by the application;

[0047] Figure 2 is a flowchart of the control method for bus multi-vehicle cooperative driving provided by the application;

[0048] Figure 3 is a three-vehicle connection steering simplified model schematic diagram provided by the application;

[0049] Figure 4 is a structural schematic diagram of the control device for bus multi-vehicle cooperative driving provided by the application;

[0050] Figure 5 is a structural schematic diagram of the electronic device provided by the application. DETAILED DESCRIPTION

[0051] In order to make the objects, technical solutions and advantages of the application clearer, the technical solutions in the application will be described clearly and completely below with reference to the drawings in the application. Obviously, the described embodiments are some embodiments of the application, but not all the embodiments. Based on the embodiments in the application, all other embodiments obtained by those skilled in the art without creative effort belong to the protection scope of the application.

[0052] The following will be described with reference to the drawings in the application. Figures 1-5The application discloses a bus multi-vehicle cooperative driving control method and device and a multi-bus system.

[0053] It should be noted that the bus multi-vehicle cooperative driving control method is applied to a multi-bus system in which front and rear vehicles are hingedly connected.

[0054] The multi-bus system comprises two single buses hingedly connected in front and rear and a perception module, a line control chassis, a communication module, a vehicle-mounted processor and a memory arranged on each single bus.

[0055] As shown in the figure, Figure 1 Figure 1 A multi-bus system composed of three single buses hingedly connected in front and rear is shown. The front and rear single buses can be the same model of vehicles.

[0056] The perception module is used to confirm the position and attitude information of the front and rear vehicles. The perception module can accurately obtain the front and rear vehicle information through multi-sensor fusion and realize information transmission between the single buses through the communication module.

[0057] The multi-sensor fusion perception positioning function mainly relies on the perception module, the line control chassis and the integrated navigation technology on the vehicle. The perception module can include a main laser radar, a binocular camera, an auxiliary laser radar and a laser range finder.

[0058] It can be understood that the front and rear vehicles are both provided with the perception module for confirming the position and attitude information of the front and rear vehicles. The integrated navigation technology can obtain the vehicle position and attitude by using the RTK (Real-time kinematic) carrier phase difference technology and fuse the laser radar and camera perception to obtain higher-precision position and attitude information of the vehicle.

[0059] The vehicle-mounted processor can be configured by an industrial control computer. The vehicle-mounted processor communicates with the line control chassis through a controller area network acquisition module. The line control chassis is used to obtain chassis information to obtain the real-time speed and front wheel steering angle of the vehicle and issue speed control instructions and front wheel steering angle control instructions to realize control of the vehicle.

[0060] The communication module is used for wireless communication between the single buses. The communication module usually adopts one or more wireless communication technologies, such as Wi-Fi, Bluetooth, 4G or 5G communication mode, etc. These technologies can provide different communication ranges, transmission rates and reliabilities, and suitable communication technologies can be selected according to specific needs.

[0061] The memory stores a computer program that can run on the vehicle-mounted processor. When the vehicle-mounted processor executes the computer program, the bus multi-vehicle cooperative driving control method of the embodiment of the application is realized.​

[0062] The multi-bus system of the present application supports manned or unmanned driving, each vehicle adopts a common Ackerman steering structure, i.e., a front-wheel steering and rear-wheel driving mode, the front vehicle pose and vehicle state can be obtained by using precise positioning, sensing technology and inter-vehicle communication technology, and the current vehicle state is combined to realize real-time following of the current vehicle driving behind the front vehicle.

[0063] The multi-bus system divides the multi-formation vehicle into two groups, and couples the two vehicles by taking the same size and direction of the speed of the hinge point between the two vehicles as the control target, determines the target turning angle and speed of the current vehicle according to the geometric relationship, and realizes the following control of the current vehicle relative to the front vehicle; the steering control instruction is limited in amplitude to ensure that the vehicle does not collide during turning; meanwhile, the horizontal and vertical control is designed to avoid the problems of vehicle folding and lane deviation during starting and braking.

[0064] The multi-bus system of the embodiment of the present application is a new type of urban bus passenger vehicle system, which can supplement the urban public transportation system mainly composed of buses, trams, trolleybuses, etc., and has lower cost compared with the rail transit system and vehicles using multi-axle or full-wheel rotation technology.

[0065] The control method for the coordinated driving of the bus multi-vehicles of the embodiment of the present application will be described below, which mainly includes steps 210, 220 and 230.

[0066] In step 210, the linear speed of the hinge point is obtained based on the speed, wheelbase and front wheel turning angle of the front vehicle, and the distance from the hinge point of the front vehicle to the rear wheel center of the front vehicle.

[0067] Unlike the traditional intelligent rail transit, the vehicle in the present application is an Ackerman model with only front-wheel steering and rear-wheel driving (rear wheels cannot be steered), and in the process of coordinated driving, there is generally no stable steering on the kinematics level that meets the kinematics, i.e., the rotation centers of the vehicle compartments are difficult to coincide, and in the present embodiment, the front wheel turning angle and speed of the current vehicle can be controlled by a geometric method to realize the coordinated horizontal and vertical control function.

[0068] On this basis, the front wheel turning angle and speed that the current rear vehicle should maintain can be calculated based on the speed, wheelbase and front wheel turning angle of the front vehicle to realize the matching with the front vehicle.

[0069] According to the kinematic characteristics of the current rear vehicle, the linear speed of the hinge point, i.e., the linear speed of the connection point between the front vehicle and the rear vehicle, can be calculated by a geometric method.

[0070] Specifically, the angular velocity of the hinge point can be calculated according to the linear velocity of the hinge point and the distance from the hinge point of the front vehicle to the rear wheel center of the front vehicle, and the angular velocity of the hinge point is fed back to the control system to adjust the front wheel turning angle and the speed of the current vehicle to realize cooperative driving.

[0071] In some embodiments, based on the speed of the front vehicle, the wheelbase, and the front wheel turning angle, and the distance from the hinge point of the front vehicle to the rear wheel center of the front vehicle, the linear velocity of the hinge point is obtained, including: based on the speed of the front vehicle, the wheelbase, and the front wheel turning angle, the first angular velocity of the front vehicle around the instantaneous rotation center is obtained; based on the first angular velocity and the distance from the hinge point of the front vehicle to the rear wheel center of the front vehicle, the linear velocity of the hinge point is obtained.

[0072] Specifically, the front vehicle angular velocity of the front vehicle around the instantaneous rotation center is calculated by the speed, wheelbase and front wheel turning angle of the front vehicle, which can be calculated according to the following formula:

[0073]

[0074] Where ω1 is the front vehicle angular velocity, v1 is the speed of the front vehicle, δ1 is the front wheel turning angle of the front vehicle, and L is the wheelbase of the front vehicle.

[0075] As a part of the vehicle, the linear velocity of the hinge point of the front vehicle can be represented as:

[0076]

[0077] Where v c1 is the linear velocity of the hinge point of the front vehicle, ω1 is the front vehicle angular velocity, and l1 is the distance from the hinge point to the rear wheel center of the front vehicle.

[0078] It can be understood that by calculating the linear velocity and angular velocity of the hinge point, the motion state of the current and rear vehicles can be more accurately controlled to maintain consistent motion characteristics with the front vehicle, which helps to realize cooperative driving of the multi-bus system. The linear velocity and angular velocity information of the hinge point can be used to adjust the front wheel turning angle and speed of the current vehicle in real time, thereby maintaining stability during the driving of the vehicle fleet and avoiding unnecessary swinging and deviation.

[0079] This calculation method obtains the linear velocity and angular velocity of the hinge point according to the speed, wheelbase and turning angle of the front vehicle, so that the multi-bus system has certain self-adaptability and can adapt to changes of different vehicles and driving environments, and reasonable calculation and control parameters can be obtained to improve the flexibility and applicability of the system.

[0080] Step 220, based on the linear velocity of the hinge point, the wheelbase of the rear vehicle, the orientation angle of the front vehicle, the orientation angle of the rear vehicle, the distance from the hinge point to the front wheel center of the rear vehicle, and the front wheel turning angle of the front vehicle, the front wheel turning angle and the speed of the rear vehicle are obtained.

[0081] In practical applications, the linear velocity of the hinge point, the wheelbase of the rear vehicle, the orientation angle of the front vehicle, the orientation angle of the rear vehicle, the distance from the hinge point to the front wheel center of the rear vehicle, and the front wheel steering angle of the front vehicle can be obtained, and then the vehicle dynamics model and the geometric method are combined for calculation, and finally the front wheel steering angle and the speed instruction of the rear vehicle are output, so as to realize the cooperative driving of the vehicle.

[0082] In some embodiments, based on the linear velocity of the hinge point, the wheelbase of the rear vehicle, the orientation angle of the front vehicle, the orientation angle of the rear vehicle, the distance from the hinge point to the front wheel center of the rear vehicle, and the front wheel steering angle of the front vehicle, the front wheel steering angle and the speed of the rear vehicle are obtained, including: based on the linear velocity of the hinge point, the orientation angle of the front vehicle, the orientation angle of the rear vehicle, and the distance from the hinge point to the front wheel center of the rear vehicle, the rear vehicle angular velocity of the rear vehicle around the instantaneous rotation center is obtained; based on the wheelbase of the rear vehicle, the distance from the hinge point to the front wheel center of the rear vehicle, the orientation angle of the front vehicle, the orientation angle of the rear vehicle, and the front wheel steering angle of the front vehicle, the front wheel steering angle of the rear vehicle is obtained; based on the rear vehicle angular velocity, the wheelbase of the rear vehicle, the distance from the hinge point to the front wheel center of the rear vehicle, the orientation angle of the front vehicle, the orientation angle of the rear vehicle, and the front wheel steering angle of the front vehicle, the speed of the rear vehicle is obtained.

[0083] It should be noted that the linear velocity of the front vehicle and the rear vehicle at the hinge point can be considered as the same, and since the front vehicle and the rear vehicle are connected through the connecting mechanism, the rear vehicle angular velocity of the rear vehicle around the instantaneous rotation center of the current vehicle can be represented as:

[0084]

[0085] Where ω2 is the rear vehicle angular velocity, θ1 is the front vehicle orientation angle; θ2 is the rear vehicle orientation angle, and l2 is the distance from the hinge point to the front wheel center of the rear vehicle.

[0086] On this basis, the front wheel steering angle and the speed of the rear vehicle can be calculated according to the following formula:

[0087]

[0088]

[0089] Where δ 2_cmd is the front wheel steering angle of the rear vehicle, and v 2_cmd is the speed of the rear vehicle.

[0090] The front wheel steering angle and the speed of the rear vehicle can be calculated by a similar method:

[0091]

[0092]

[0093]

[0094] Where ω3 is the angular velocity of the following vehicle, δ 3_cmd v is the steering angle of the front wheels of the following vehicle. 3_cmd δ2 is the speed of the following vehicle; θ3 is the turning angle of the front wheel of the vehicle in front of the following vehicle; l3 is the heading angle of the following vehicle; l4 is the distance from the hinge point between the following vehicle and the following vehicle to the center of the rear wheel of the following vehicle; l4 is the distance from the hinge point between the following vehicle and the following vehicle to the center of the front wheel of the following vehicle.

[0095] like Figure 3 As shown in the figure, a simplified model of a three-vehicle connected steering system is illustrated. O1, O2, and O3 are the instantaneous rotation centers of the three vehicles, v1, v2, and v3 are the vehicle speeds, and δ1, δ2, and δ3 are the front wheel steering angles of the three vehicles. c1 and v c2 These are the linear velocities of the two hinge points, L is the vehicle wheelbase, l1 is the distance from the hinge point between the first and second vehicles to the center of the rear wheel of the first vehicle, l2 is the distance from the hinge point between the first and second vehicles to the center of the front wheel of the second vehicle, l3 is the distance from the hinge point between the third and second vehicles to the center of the rear wheel of the second vehicle, and l4 is the distance from the hinge point between the third and second vehicles to the center of the front wheel of the third vehicle.

[0096] Step 230: Based on the driving status of the multi-bus system and according to the front wheel angle of the following vehicle, generate a front wheel angle control command for the following vehicle; or, based on the driving status of the multi-bus system and according to the speed of the following vehicle, generate a speed control command for the following vehicle.

[0097] The operating status of a multi-bus system can include vehicle starting, braking, malfunction, and driving on curves.

[0098] For lateral control, collisions need to be avoided between connected vehicles. To achieve this, the driving status parameters of each vehicle, such as speed, heading angle, and front wheel steering angle, can be obtained to identify the driving status of the multi-bus system. The relative position and speed information with the vehicle in front can also be obtained through the communication module.

[0099] Based on the vehicle's driving status parameters and its relative position to the vehicle in front, it can be determined whether the distance to the vehicle in front is large enough to avoid a collision. If the distance is insufficient, the front wheel steering angle of the current vehicle is limited to keep it within a safe range. This generates a front wheel steering angle control command, which is then sent to the vehicle's steering control unit through the vehicle's control system, achieving precise control of the front wheel steering angle.

[0100] For longitudinal control, in the case of starting, braking, failure, etc., the vehicle folding, fishtailing, etc. can be avoided, the running state parameters of the vehicle can be obtained, including vehicle speed, acceleration, etc. and the relative position and speed information of the front vehicle can be obtained through the communication module to identify the running state of the vehicle.

[0101] The running state of the multi-bus system can be identified according to the running state parameters of the vehicle and the relative position information of the front vehicle to generate the brake force control instruction of the rear vehicle to realize the stable cooperative driving of the multi-bus system.

[0102] Meanwhile, in order to avoid the vehicle folding, fishtailing, etc., the upper limit and lower limit of the vehicle speed need to be limited in the longitudinal control to ensure the safety and stability of the vehicle driving. In addition, the upper limit and lower limit of the vehicle speed control can be determined according to the actual road conditions, traffic flow and speed limit requirements, etc. and especially the speed of the rear vehicle needs to be limited to avoid the influence of the cooperative driving caused by overspeed and low-speed driving.

[0103] According to the control method for the cooperative driving of the multi-bus provided in the embodiment of the application, the linear speed of the articulation point can be obtained through the acquisition and processing of the speed, wheelbase, front wheel angle, etc. of the front vehicle and the front wheel angle and speed of the rear vehicle can be further calculated to control the front wheel angle and speed, etc. of the rear vehicle, thereby realizing the accurate control of the vehicle and realizing the stable cooperative driving of the multi-vehicle, so that the current vehicle can accurately follow the front vehicle to realize the safe and efficient cooperative driving of the multi-vehicle and each single vehicle can maintain a certain distance and speed on the road to avoid the collision and folding, etc. between the vehicles.

[0104] In some embodiments, based on the running state of the multi-bus system and according to the front wheel angle of the rear vehicle, the front wheel angle control instruction of the rear vehicle is generated, including the following processes.

[0105] In the case of the running state of the multi-bus system being running on a curve, when the road curvature radius is too large, the current vehicle is prone to improper turning to cause rollover, fishtailing, etc. and the road curvature can be considered to be increased as compensation to determine the curvature radius of the curve.

[0106] In the case of the curvature radius being less than the curvature radius threshold value, the turning angle feedforward compensation value can be determined based on the size of the curvature radius and the proportional coefficient of the rear vehicle. The curvature radius threshold value can be set according to the actual characteristics of the vehicle, which is not limited here.

[0107] Since there is a lag in the actual control response of the vehicle, in the case of a large curvature road, the turning angle feedforward based on the road curvature is increased to compensate for the insufficient turning caused by the response lag. The relationship between the vehicle turning angle and the road curvature depends on the specific parameters of the vehicle (such as wheelbase) and in general, the turning angle is proportional to the road curvature:

[0108] δ forward = K k;

[0109] wherein δ forward is the steering angle feedforward compensation; K is a proportional coefficient determined according to the characteristics of the vehicle, and κ is the road curvature.

[0110] On this basis, the front wheel steering angle control instruction of the rear vehicle can be generated based on the steering angle feedforward compensation value and the front wheel steering angle of the rear vehicle.

[0111] The steering angle feedforward compensation value is a pre-calculated compensation amount used to correct the dynamic characteristics of the vehicle and improve the response speed and stability of the control system. The steering angle feedforward compensation value can be weighted and superimposed with the front wheel steering angle of the rear vehicle using a control algorithm to obtain the final front wheel steering angle control instruction. This instruction will be issued to the front wheel steering control unit through the vehicle's control system, so that the front wheel steering angle of the rear vehicle can be accurately controlled according to the set value. By controlling the front wheel steering angle of the rear vehicle, the stability of the vehicle in a large curve can be achieved, maintaining a proper distance and direction, which helps to improve the stability and safety of the vehicle fleet.

[0112] In some embodiments, based on the driving state of the multi-bus vehicle system, and according to the front wheel steering angle of the rear vehicle, the front wheel steering angle control instruction of the rear vehicle is generated, including the following processes.

[0113] When the driving state of the multi-bus vehicle system is driving on a curve, the heading angle of the front vehicle and the heading angle of the rear vehicle can be obtained; based on the heading angle of the front vehicle and the heading angle of the rear vehicle, the target included angle of the heading angles of the front vehicle and the rear vehicle is determined; when the target included angle is greater than a first included angle threshold and the heading angle is to the right, the front wheel steering angle control instruction of the rear vehicle is generated based on the front wheel steering angle to limit the rear vehicle steering angle to zero or to the left; when the target included angle is less than a second included angle threshold and the heading angle is to the left, the front wheel steering angle control instruction of the rear vehicle is generated based on the front wheel steering angle to limit the rear vehicle steering angle to zero or to the right.

[0114] In this embodiment, the heading angle information of the front vehicle and the rear vehicle can be obtained through sensors on board or other means.

[0115] The included angle between the front vehicle and the rear vehicle is calculated according to the heading angles of the two vehicles. This included angle can be used as a reference to determine the relative position and driving direction between the front vehicle and the rear vehicle. The first included angle threshold and the second included angle threshold can be set in advance to determine the size of the target included angle. At the same time, it is determined whether the heading angles of the front vehicle and the rear vehicle are to the left or to the right.

[0116] When the included angle of the heading angle between the two vehicles is small, the steering angle of the current vehicle needs to be limited to avoid a lateral collision between the tail of the front vehicle and the head of the current vehicle, so as to ensure the safety of the vehicle. According to the judgment result, different control strategies are performed. When the target included angle is greater than the first included angle threshold and the heading angle is to the right, a rear wheel steering angle control instruction of the rear vehicle is generated according to the front wheel steering angle, so as to limit the steering angle of the rear vehicle to zero or to the left. When the target included angle is less than the second included angle threshold and the heading angle is to the left, a rear wheel steering angle control instruction of the rear vehicle is generated according to the front wheel steering angle, so as to limit the steering angle of the rear vehicle to zero or to the right.

[0117] In the embodiment, by setting the included angle threshold and the control strategy, the control accuracy and stability of the vehicle can be improved, the dependence on the driver can be reduced, and the risk of human error operation can be reduced.

[0118] It should be noted that when designing the steering control strategy, the safety and stability of the vehicle also need to be considered. Therefore, the proportional coefficient K and the limit value, the first included angle threshold and the second included angle threshold need to be dynamically adjusted according to the speed, load and connection mode of the vehicle.

[0119] In some embodiments, based on the driving state of the multi-bus vehicle system and according to the speed of the rear vehicle, a speed control instruction of the rear vehicle is generated, including: in the case that the driving state of the multi-bus vehicle system is emergency braking or failure, a speed control instruction of the rear vehicle is generated based on the speed of the rear vehicle to increase the brake pressure of the rear vehicle.

[0120] In the emergency braking or failure state, the brake pressure is appropriately increased to ensure that the vehicle can timely decelerate, reduce the distance from the front vehicle, and avoid colliding with the front vehicle.

[0121] In some embodiments, based on the speed of the rear vehicle, a speed control instruction of the rear vehicle is generated to increase the brake pressure of the rear vehicle, including the following process.

[0122] The real-time speed of the front vehicle and the distance between the rear vehicle and the front vehicle can be obtained, and then based on the real-time speed of the front vehicle, it is determined that the speed change rate of the front vehicle is greater than a preset speed change rate threshold; then based on the distance between the rear vehicle and the front vehicle and the speed of the rear vehicle, the expected brake pressure of the rear vehicle is determined; and according to the expected brake pressure of the rear vehicle, a speed control instruction of the rear vehicle is generated to increase the brake pressure of the rear vehicle.

[0123] Specifically, the real-time speed of the front vehicle and the distance between the rear vehicle and the front vehicle can be obtained by means of a vehicle-mounted sensor or the like.

[0124] When the speed of the front vehicle is monitored and obtained in real time, the speed change rate of the front vehicle can be calculated and compared with the preset speed change rate threshold. If the speed change rate of the front vehicle exceeds the speed change rate threshold, it is considered that the front vehicle is decelerating.

[0125] According to the distance between the rear vehicle and the front vehicle and the speed of the rear vehicle, the brake pressure required by the rear vehicle is determined. Generally, the closer the distance between the rear vehicle and the front vehicle, the greater the brake pressure of the rear vehicle. Therefore, according to the speed change of the front vehicle and the distance between the front and rear vehicles, a staged braking strategy can be implemented to prevent vehicle folding caused by excessive braking.

[0126] In some embodiments, based on the driving state of the multi-bus system and according to the speed of the rear vehicle, a speed control instruction of the rear vehicle is generated, including: in the case that the driving state of the multi-bus system is vehicle starting, generating a speed control instruction of the rear vehicle according to the speed of the rear vehicle; wherein the rear vehicle, upon receiving the speed control instruction, determines the real-time distance from the front vehicle, and in the case that the real-time distance is greater than the distance threshold and the speed of the rear vehicle is greater than the speed threshold, executes the speed control instruction through the rear vehicle.

[0127] In this case, when the real-time distance is less than the distance threshold, the front vehicle may not have started moving or the rear vehicle is not subject to enough traction, which is equivalent to setting a delay to ensure that the front vehicle starts moving and experiences a certain traction before the current vehicle responds to the speed control instruction and starts accelerating.

[0128] In this embodiment, by monitoring the distance between the vehicles in real time, it is ensured that the front vehicle always pulls the current vehicle during the starting stage to avoid colliding with the front vehicle. When the vehicle speed exceeds a certain speed threshold (e.g., 5 km / h), the starting delay is cancelled, allowing the vehicle to respond to the speed control instruction and start driving.

[0129] Real-time monitoring of vehicle status, immediate safety measures such as starting emergency brake, activating safety system, etc. are taken once a fault is detected.

[0130] In addition, it is also necessary to monitor the state of vehicle sensors, communication equipment and chassis in real time, and take different processing measures for different faults.

[0131] When the fault time is very short, the vehicle pose, speed, front wheel angle, etc. are predicted to ensure normal operation of the system.

[0132] When the fault time is relatively long, if the fault type is a sensor such as a laser radar, other sensors are used for compensation, and the fault is reported at the same time, and the system operates normally.

[0133] In the case of a serious fault, the vehicle can be stopped urgently and the fault can be reported to ensure the safety of the vehicle and pedestrians.

[0134] In this embodiment, sensor fault detection, communication hardware fault detection and other fault handling modules can be provided. When a sensor, communication device or chassis fails, the system can detect and take appropriate measures in time to ensure the safety of the vehicle.

[0135] The bus multi-vehicle cooperative driving control device provided by the present application is described below, and the bus multi-vehicle cooperative driving control device described below can be correspondingly referred to the bus multi-vehicle cooperative driving control method described above.

[0136] As shown in Figure 4 The bus multi-vehicle cooperative driving control device provided by the present application is described below, and the bus multi-vehicle cooperative driving control device described below can be correspondingly referred to the bus multi-vehicle cooperative driving control method described above.

[0137] The first processing module 410 is used to obtain the linear speed of the hinge point based on the speed, the wheelbase and the front wheel steering angle of the front vehicle, and the distance from the hinge point to the rear wheel center of the front vehicle.

[0138] The second processing module 420 is used to obtain the front wheel steering angle and the speed of the rear vehicle based on the linear speed of the hinge point, the wheelbase of the rear vehicle, the orientation angle of the front vehicle, the orientation angle of the rear vehicle, the distance from the hinge point to the front wheel center of the rear vehicle, and the front wheel steering angle of the front vehicle.

[0139] The third processing module 430 is used to generate the front wheel steering angle control instruction of the rear vehicle based on the driving state of the multi-bus vehicle system and the front wheel steering angle of the rear vehicle, or the third processing module is also used to generate the speed control instruction of the rear vehicle based on the driving state of the multi-bus vehicle system and the speed of the rear vehicle.

[0140] According to the bus multi-vehicle cooperative driving control device provided by the present application, by acquiring and processing the speed, the wheelbase, the front wheel steering angle and other information of the front vehicle, the linear speed of the hinge point can be obtained, and the front wheel steering angle and the speed of the rear vehicle can be further calculated, and the front wheel steering angle and the speed of the rear vehicle are controlled, so as to realize the accurate control of the vehicle, realize the stable cooperative driving of the multi-vehicle, and make the current vehicle accurately follow the front vehicle, realize the safe and efficient multi-vehicle cooperative driving, and each single vehicle can maintain a certain distance and speed on the road, avoid the collision and folding and other dangerous situations between the vehicles.

[0141] Figure 5 An example of an electronic device is shown in the physical structure schematic diagram as Figure 5As shown, the electronic device can include a processor 510, a communications interface 520, a memory 530, and a communications bus 540, wherein the processor 510, the communications interface 520, and the memory 530 complete mutual communication through the communications bus 540. The processor 510 can invoke a logic instruction in the memory 530 to execute the control method for bus multi-vehicle cooperative driving, which includes: obtaining a hinge point linear speed based on a speed, an axle distance, and a front wheel steering angle of a front vehicle and a distance from the hinge point to a rear wheel center of the front vehicle; obtaining a front wheel steering angle and a speed of a rear vehicle based on the hinge point linear speed, the axle distance of the rear vehicle, an orientation angle of the front vehicle, an orientation angle of the rear vehicle, a distance from the hinge point to a front wheel center of the rear vehicle, and the front wheel steering angle of the front vehicle; generating a front wheel steering angle control instruction of the rear vehicle based on a driving state of the multi-bus vehicle system and according to the front wheel steering angle of the rear vehicle; or generating a speed control instruction of the rear vehicle based on the driving state of the multi-bus vehicle system and according to the speed of the rear vehicle.

[0142] In addition, the logic instruction in the memory 530 described above can be implemented in the form of a software function unit and sold or used as an independent product, and can be stored in a computer readable storage medium. Based on such understanding, the technical solutions of the present application essentially or the part that contributes to the prior art or part of the technical solutions can be embodied in the form of a software product, and the computer software product is stored in a storage medium, including a plurality of instructions to make a computer device (which can be a personal computer, a server, or a network device, etc.) execute all or part of the steps of the method described in various embodiments of the present application. The foregoing storage medium includes: a U disk, a mobile hard disk, a read-only memory (ROM, Read-Only Memory), a random access memory (RAM, Random Access Memory), a magnetic disk or an optical disk, and various program code storage media.

[0143] In another aspect, the present application also provides a computer program product comprising a computer program, which can be stored on a non-transitory computer readable storage medium, and the computer program is executable by a processor to enable the computer to perform the method for controlling the coordinated driving of a plurality of buses, which comprises: obtaining the linear speed of the articulation point based on the speed, wheelbase and front wheel steering angle of the front bus and the distance from the articulation point to the rear wheel center of the front bus; obtaining the front wheel steering angle and speed of the rear bus based on the linear speed of the articulation point, the wheelbase of the rear bus, the orientation angle of the front bus, the orientation angle of the rear bus, the distance from the articulation point to the front wheel center of the rear bus and the front wheel steering angle of the front bus; generating a front wheel steering angle control instruction for the rear bus based on the driving state of the plurality of bus system and according to the front wheel steering angle of the rear bus; or generating a speed control instruction for the rear bus based on the driving state of the plurality of bus system and according to the speed of the rear bus.

[0144] In another aspect, the present application also provides a non-transitory computer readable storage medium having a computer program stored thereon, which is executable by a processor to implement the method for controlling the coordinated driving of a plurality of buses, which comprises: obtaining the linear speed of the articulation point based on the speed, wheelbase and front wheel steering angle of the front bus and the distance from the articulation point to the rear wheel center of the front bus; obtaining the front wheel steering angle and speed of the rear bus based on the linear speed of the articulation point, the wheelbase of the rear bus, the orientation angle of the front bus, the orientation angle of the rear bus, the distance from the articulation point to the front wheel center of the rear bus and the front wheel steering angle of the front bus; generating a front wheel steering angle control instruction for the rear bus based on the driving state of the plurality of bus system and according to the front wheel steering angle of the rear bus; or generating a speed control instruction for the rear bus based on the driving state of the plurality of bus system and according to the speed of the rear bus.

[0145] The device embodiments described above are merely illustrative, wherein the units illustrated as separate components can or can not be physically separated, and the components illustrated as units can or can not be physical units, i.e., they can be located in one place or distributed on multiple network units. Part or all of the modules can be selected to achieve the purpose of the present embodiment scheme according to actual needs. Those skilled in the art can understand and implement it without creative labor.

[0146] Those skilled in the art can clearly understand the technical solutions of the various embodiments from the above description of the embodiments, and the various embodiments can be implemented by means of software with the necessary general hardware platforms, and of course, can also be implemented by hardware. Based on such understanding, the above technical solutions, essentially or in other words, the part of the prior art that makes a contribution, can be embodied in the form of a software product, which can be stored in a computer readable storage medium, such as a ROM / RAM, a magnetic disk, an optical disk, and the like, and includes a number of instructions for causing a computer device (which can be a personal computer, a server, or a network device, etc.) to execute the methods described in the various embodiments or some parts of the embodiments.

[0147] Finally, it should be noted that: the above embodiments are only used to illustrate the technical solutions of the present application, rather than limit them; although the present application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that: it can still modify the technical solutions recorded in the foregoing embodiments, or make equivalent replacement for some technical features therein; and these modifications or replacements do not make the essence of the corresponding technical solutions deviate from the spirit and scope of the technical solutions of the embodiments of the present application.

Claims

1. A control method for coordinated driving of a plurality of buses, characterized by, The method is applied to a multi-bus system with front and rear vehicles hinged together, and comprises: obtaining a linear velocity of a hinge point of the multi-bus system based on a speed, an axle distance and a front wheel steering angle of a front vehicle, and a distance from the hinge point to a center of a rear wheel of the front vehicle; obtaining a front wheel steering angle and a speed of a rear vehicle based on the linear velocity of the hinge point, the axle distance of the rear vehicle, a heading angle of the front vehicle, a heading angle of the rear vehicle, a distance from the hinge point to a center of a front wheel of the rear vehicle, and the front wheel steering angle of the front vehicle; generating a front wheel steering angle control instruction of the rear vehicle based on a driving state of the multi-bus system and the front wheel steering angle of the rear vehicle, or generating a speed control instruction of the rear vehicle based on the driving state of the multi-bus system and the speed of the rear vehicle.

2. The control method of bus multi-vehicle cooperative travel according to claim 1, characterized by, The generating of the front wheel steering angle control instruction of the rear vehicle based on the driving state of the multi-bus system and the front wheel steering angle of the rear vehicle comprises: in a case where the driving state of the multi-bus system is driving on a curve, determining a curvature radius of the curve; in a case where the curvature radius is less than a curvature radius threshold, determining a steering angle feedforward compensation value based on a size of the curvature radius and a proportional coefficient of the rear vehicle; generating the front wheel steering angle control instruction of the rear vehicle based on the steering angle feedforward compensation value and the front wheel steering angle of the rear vehicle.

3. The control method of bus multi-vehicle cooperative travel according to claim 1, characterized by, The generating of the front wheel steering angle control instruction of the rear vehicle based on the driving state of the multi-bus system and the front wheel steering angle of the rear vehicle comprises: in a case where the driving state of the multi-bus system is driving on a curve, obtaining a heading angle of the front vehicle and a heading angle of the rear vehicle; determining a target included angle of the heading angles of the front vehicle and the rear vehicle based on the heading angles of the front vehicle and the rear vehicle; in a case where the target included angle is greater than a first included angle threshold and the heading angle is right, generating the front wheel steering angle control instruction of the rear vehicle based on the front wheel steering angle to limit a steering angle of the rear vehicle to be zero or left; in a case where the target included angle is less than a second included angle threshold and the heading angle is left, generating the front wheel steering angle control instruction of the rear vehicle based on the front wheel steering angle to limit the steering angle of the rear vehicle to be zero or right.

4. The control method of bus multi-vehicle cooperative travel according to claim 1, characterized by, The generating of the speed control instruction of the rear vehicle based on the driving state of the multi-bus system and the speed of the rear vehicle comprises: in a case where the driving state of the multi-bus system is emergency braking or failure, generating the speed control instruction of the rear vehicle based on the speed of the rear vehicle to increase a brake pressure of the rear vehicle.

5. The control method of bus multi-vehicle cooperative travel according to claim 4, characterized by, The generating of the speed control instruction of the rear vehicle based on the speed of the rear vehicle to increase the brake pressure of the rear vehicle comprises: obtaining a real-time speed of the front vehicle and a distance between the front vehicle and the rear vehicle; determining that a speed change rate of the front vehicle is greater than a preset speed change rate threshold based on the real-time speed of the front vehicle; determining an expected brake pressure of the rear vehicle based on the distance between the front vehicle and the rear vehicle and the speed of the rear vehicle; generating the speed control instruction of the rear vehicle based on the expected brake pressure of the rear vehicle to increase the brake pressure of the rear vehicle.

6. The control method of bus multi-vehicle cooperative travel according to claim 1, characterized by, The generating of the speed control instruction of the rear vehicle based on the driving state of the multi-bus system and the speed of the rear vehicle comprises: In a driving state of the multi-bus system, the speed control instruction of the following bus is generated according to the speed of the following bus; wherein, the following bus determines the real-time distance with the leading bus when receiving the speed control instruction, and executes the speed control instruction when the real-time distance is greater than the distance threshold and the speed of the following bus is greater than the speed threshold.

7. The control method of bus multi-vehicle cooperative travel according to claim 1, characterized by, The linear speed of the hinge point is obtained based on the speed, wheelbase and front wheel steering angle of the leading bus and the distance from the hinge point of the leading bus to the rear wheel center of the leading bus, comprising: The first angular speed of the leading bus around the instantaneous rotation center is obtained based on the speed, wheelbase and front wheel steering angle of the leading bus; The linear speed of the hinge point is obtained based on the first angular speed and the distance from the hinge point of the leading bus to the rear wheel center of the leading bus.

8. The control method of bus multi-vehicle cooperative travel according to claim 1, characterized by, The front wheel steering angle and speed of the following bus are obtained based on the linear speed of the hinge point, the wheelbase of the following bus, the orientation angle of the leading bus, the orientation angle of the following bus, the distance from the hinge point to the front wheel center of the following bus and the front wheel steering angle of the leading bus, comprising: The following bus angular speed around the instantaneous rotation center is obtained based on the linear speed of the hinge point, the orientation angle of the leading bus, the orientation angle of the following bus and the distance from the hinge point to the front wheel center of the following bus; The front wheel steering angle of the following bus is obtained based on the wheelbase of the following bus, the distance from the hinge point to the front wheel center of the following bus, the orientation angle of the leading bus, the orientation angle of the following bus and the front wheel steering angle of the leading bus; and the speed of the following bus is obtained based on the following bus angular speed, the wheelbase of the following bus, the distance from the hinge point to the front wheel center of the following bus, the orientation angle of the leading bus, the orientation angle of the following bus and the front wheel steering angle of the leading bus.

9. A control device for coordinated driving of multiple buses, characterized in that, The first processing module is configured to obtain the linear speed of the hinge point based on the speed, wheelbase and front wheel steering angle of the leading bus and the distance from the hinge point of the leading bus to the rear wheel center of the leading bus; The second processing module is configured to obtain the front wheel steering angle and speed of the following bus based on the linear speed of the hinge point, the wheelbase of the following bus, the orientation angle of the leading bus, the orientation angle of the following bus, the distance from the hinge point to the front wheel center of the following bus and the front wheel steering angle of the leading bus; The third processing module is configured to generate the front wheel steering angle control instruction of the following bus based on the driving state of the multi-bus system and the front wheel steering angle of the following bus; Alternatively, the third processing module is also configured to generate the speed control instruction of the following bus based on the driving state of the multi-bus system and the speed of the following bus.

10. A multiple bus system, characterized by Comprising: The single bus and the perception module, the line control chassis, the communication module, the vehicle-mounted processor and the memory arranged on each single bus are hingedly connected in front and back; The perception module is configured to confirm the position and attitude information of the front and rear vehicles; The vehicle-mounted processor communicates with the line control chassis through the controller area network acquisition module, and the line control chassis is configured to obtain chassis information to obtain the real-time speed and front wheel steering angle of the vehicle, and issue the speed control instruction and the front wheel steering angle control instruction to realize the control of the vehicle; The communication module is configured for wireless communication between the single buses. The memory stores a computer program capable of running on the vehicle-mounted processor, and the vehicle-mounted processor implements the control method for the coordinated driving of multiple buses according to any one of claims 1 to 8 when running the computer program.

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