An electromagnetic track-following vehicle capable of adapting to complex tracks and its control method

Abstract

This invention discloses an electromagnetic track-following vehicle and its control method that can adapt to complex tracks. The electromagnetic track-following vehicle includes a tracking module and a charging module. The tracking module uses three types of inductors: horizontal, vertical, and diagonal. By acquiring and weighting the signals from these three inductors, the real-time distance between the sensor and the track conductor is calculated, achieving continuous analog signal output. This reduces the probability of the electromagnetic track-following vehicle losing track on complex tracks. It can also make advance judgments on right-angle and broken-line tracks, enabling the electromagnetic track-following vehicle to travel at high speeds on conventional tracks and adapt more effectively to complex broken-line track conditions. The charging module includes a capacitor bank, an alternating magnetic field receiver, and a receiving coil. The capacitor bank provides driving power to the electromagnetic track-following vehicle, greatly shortening the charging time and improving the vehicle's efficiency and turnover speed.

Description

Technical Field

[0001] This invention relates to the field of electromagnetic track tracking, and more specifically to an electromagnetic track tracking vehicle capable of adapting to complex tracks and its control method. Background Technology

[0002] Current intelligent mobile devices, such as racing-grade intelligent vehicles, industrial automated rail transport vehicles, and warehouse AGVs, have significantly increased demands for autonomous tracking accuracy and continuous power supply. The application of high-power, high-efficiency wireless power supply technology in small mobile devices is growing; simultaneously, rail transport equipment in the industrial sector requires high-frequency, rapid energy replenishment within limited spaces.

[0003] Existing electromagnetic tracking devices have three main shortcomings:

[0004] First, most existing electromagnetic tracking devices are four-inductor tracking devices, relying on single-direction signal acquisition and simple proportional control to achieve steering. The sensor layout is scattered, making them susceptible to interference from the Earth's magnetic field and surrounding metal elements. They also lag in recognizing complex track elements such as zigzags, crosses, and right angles, resulting in low tracking accuracy.

[0005] Secondly, existing wireless charging technologies mostly use traditional electromagnetic induction topologies, which have low energy transmission efficiency and are greatly affected by the distance between the transmitter and receiver (efficiency drops sharply when it exceeds 5mm) and angle deviation (charging is interrupted when it exceeds 10°), making it unable to meet the demand for high-power (>1000W) fast charging.

[0006] Third, traditional electromagnetic tracking devices often require vehicle disassembly when replacing batteries or charging, which is cumbersome and time-consuming. Summary of the Invention

[0007] To address the shortcomings of existing technologies, this invention provides an electromagnetic track-following vehicle capable of adapting to complex tracks and its control method. The specific technical solution is as follows:

[0008] An electromagnetic track-following vehicle capable of adapting to complex tracks, comprising a tracking module and a charging module;

[0009] The tracking module includes three pairs of inductive sensors installed at the front of the vehicle, a motor installed on the drive wheels of the vehicle body, an encoder for measuring vehicle speed, and a tracking main control unit connecting the inductive sensors, motor, and encoder.

[0010] Three pairs of inductive sensors are mounted on a horizontal plate at the front of the electromagnetic track-following vehicle, which is mounted on the vehicle body via inclined brackets. The three pairs of inductive sensors are symmetrically arranged based on the extension of the centerline of the electromagnetic track-following vehicle's forward direction, and are arranged sequentially from left to right along the width of the vehicle. They are: Inclined Inductive Sensor 1, Vertical Inductive Sensor 1, Horizontal Inductive Sensor 1, Horizontal Inductive Sensor 2, Vertical Inductive Sensor 2, and Inclined Inductive Sensor 2. The central axes of the two inclined inductive sensors are inclined at an angle to the forward direction of the electromagnetic track-following vehicle, forming an inclined inductive effect. The central axes of the two vertical inductive sensors are perpendicular to the forward direction of the electromagnetic track-following vehicle, forming a vertical inductive effect. The central axes of the two horizontal inductive sensors are parallel to the forward direction of the electromagnetic track-following vehicle, forming a horizontal inductive effect.

[0011] The tracking main control unit is used to receive signals from six inductive sensors, process and analyze the signals, calculate the total error value of the electromagnetic track tracking vehicle relative to the center of the electromagnetic track, and use a fuzzy speed algorithm to achieve closed-loop control of the motor to drive the wheels.

[0012] The charging module includes a capacitor bank, an alternating magnetic field receiver, and a receiving coil. The capacitor bank provides driving power for the electromagnetic track-following vehicle. The alternating magnetic field receiver and the receiving coil are both installed at the bottom of the electromagnetic track-following vehicle to receive LCC resonant waves generated by the external alternating magnetic field transmitter and directly charge the received electrical energy into the capacitor bank.

[0013] Furthermore, the direction of the central axis of the first tilt inductor sensor is 45° clockwise from the direction of travel of the electromagnetic track tracking vehicle, and the direction of the central axis of the second tilt inductor sensor is 45° counterclockwise from the direction of travel of the electromagnetic track tracking vehicle.

[0014] Furthermore, the motor provides power to the electromagnetic track-following vehicle, and the motor drives the wheel on one side through a gear set; the encoder reads the real-time rotational speed of the wheel through the gear set.

[0015] Furthermore, the tracking main control unit includes an instrumentation amplifier, an operational amplifier detection circuit, an analog-to-digital converter, and a PWM control loop. The instrumentation amplifier is used to directly amplify the differential signal obtained by the inductive sensor to generate a level that approximates a sine wave.

[0016] The operational amplifier detector circuit is used to convert the unstable input level into a stable DC level;

[0017] The analog-to-digital converter is used to convert the analog signal output by the instrumentation amplifier into a digital signal for the main control chip to read, analyze and process, thereby realizing the conversion from analog signal to digital domain and obtaining an inductance value that can be calculated.

[0018] The PWM control circuit is used to output pulse width modulation signals to control the speed and direction of the motor, thereby realizing the speed adjustment and path following of the electromagnetic track tracking vehicle.

[0019] Furthermore, the tracking main control unit also includes an encoder circuit, an OLED control circuit, a key reading circuit, and a power supply voltage reading circuit, wherein...

[0020] The encoder circuit is used to read the pulse waves generated by the encoder within a set period and accumulate them into a digital signal for input into the main control chip.

[0021] The OLED control circuit is used to drive the OLED screen and realize the human-computer interaction of the electromagnetic track-following vehicle;

[0022] The key reading circuit is used to read whether the key is pressed, convert the key signal into a digital signal for the main control chip to recognize, and realize the user's adjustment of the parameters of the electromagnetic track tracking vehicle.

[0023] The power supply voltage reading circuit is used to monitor the voltage changes of the capacitor bank, convert the voltage signal into a digital signal and feed it back to the main control chip to ensure that the electromagnetic track tracking vehicle operates within a safe voltage range.

[0024] Furthermore, the alternating magnetic field receiving end receives the alternating magnetic field through LCC resonance and converts the alternating magnetic field into electrical energy; the alternating magnetic field receiving end includes a dual-path power drive branch, a circuit filtering unit, and an LCC compensation structure;

[0025] The dual-path power drive branch includes a power drive branch one that amplifies the LCC_A signal and a power drive branch two that amplifies the LCC_B signal.

[0026] The power drive branch includes two identical LCC interface signal drive circuits. One of the LCC interface signal drive circuits includes an N-channel MOSFET Q1, a driver chip U1, capacitors C1~C3, resistors R1~R3, a reverse connection protection diode D1, and a driver chip auxiliary protection diode D5.

[0027] The source of the N-channel MOSFET Q1 is connected to another LCC interface signal drive circuit, the drain is connected to VCC, and the gate is connected to one end of resistor R3. The other end of resistor R3 is connected to the VG terminal of driver chip U1. At the same time, a test point TP1 is led out on the path connecting the other end of resistor R3 to the VG terminal of driver chip U1 to monitor the output signal of the VG pin of driver chip U1 in real time. The cathode of the reverse polarity protection diode D1, one end of capacitor C3, and one end of resistor R4 are all connected to the VDD pin of driver chip U1. The anode of the reverse polarity protection diode D1, the other end of capacitor C3, one end of capacitor C2, and one end of capacitor C1 are all connected to another LCC interface signal drive circuit, and finally connected to GND. The other end of resistor R4 is connected to the cathode of the driver chip auxiliary protection diode D5. The anode of the driver chip auxiliary protection diode D5, the VD pin of driver chip U1, the drain of N-channel MOSFET Q1, and one end of resistor R1 are all connected to VCC. The other end of resistor R1 is connected to the other end of capacitor C1.

[0028] The second power drive branch for amplifying the LCC_B signal has the same structure as the first power drive branch for amplifying the LCC_A signal.

[0029] Furthermore, the circuit filtering unit includes multiple small-capacity capacitors and one large-capacity capacitor connected in parallel between the positive power supply VCC and ground GND. The small-capacity capacitors have a capacitance value of 20nF to 150nF and there are 5 to 10 of them; the large-capacity capacitor has a capacitance value of 200μF to 500μF.

[0030] A control method for an electromagnetic track-following vehicle capable of adapting to complex tracks includes the following steps:

[0031] S1: The electromagnetic signals collected by each inductor sensor from the electromagnetic wire are processed by the tracking main control unit to obtain the inductance value, and the total error value of the electromagnetic track tracking vehicle relative to the center of the electromagnetic track is calculated based on the six inductance values.

[0032] The total error value is a weighted sum of the tilt error value, the lateral error value, and the vertical error value;

[0033] The tilt error value is the ratio of the difference in inductance values ​​sensed by the two tilt inductance sensors to the sum of the inductance values ​​sensed by the two horizontal inductance sensors and the tilt inductance sensor, multiplied by the tilt coefficient.

[0034] The lateral error value is the ratio of the difference between the inductance values ​​sensed by the two horizontal inductance sensors to the sum of the inductance values ​​sensed by the two horizontal inductance sensors and the tilt inductance sensor, multiplied by the lateral coefficient.

[0035] The vertical error value is the ratio of the difference between the inductance values ​​sensed by the two vertical inductance sensors to the sum of the inductance values ​​sensed by the two vertical inductance sensors, multiplied by the vertical coefficient.

[0036] S2: The electromagnetic track-following vehicle is controlled using a fuzzy speed algorithm. Specifically, the absolute value E of the total error is calculated, and the membership degree of E to two adjacent error sub-intervals is calculated. Based on the membership degree, the preset speeds corresponding to the two adjacent error sub-intervals are weighted and averaged to obtain the final target speed control value.

[0037] S3: The tracking main control unit calculates the required increase in differential speed between the two wheels based on the positional PID algorithm used in the direction loop, increases it to the calculated target speed control value, reads the current running speed of the electromagnetic track tracking vehicle through the encoder, calculates the PWM value that should be output through the incremental PID algorithm used in the speed loop, and implements closed-loop control of the motor to drive the wheels.

[0038] Furthermore, the error sub-interval is composed of a preset error interval (0, err). total The error sub-intervals are divided from smallest to largest, and each sub-interval corresponds to a preset speed. The preset speed corresponding to the sub-interval with the smallest error is the speed of the electromagnetic track tracking vehicle when it is traveling in a straight line. The preset speed corresponding to the sub-interval with the medium error is the preset speed of the electromagnetic track tracking vehicle when it is making a turn of less than 45 degrees. The preset speed corresponding to the sub-interval with the largest error is the preset speed of the electromagnetic track tracking vehicle when it is making a turn of more than 45 degrees.

[0039] Furthermore, the tilt coefficient, lateral coefficient, and vertical coefficient are all 0.5.

[0040] The beneficial effects of this invention are as follows:

[0041] 1. The electromagnetic track-following vehicle of the present invention adopts three types of inductors: horizontal, vertical, and oblique angles. By collecting and weighting the signals from the three types of inductors, the real-time distance between the sensor and the track conductor is calculated, and continuous analog signal output is achieved. This reduces the probability of the electromagnetic track-following vehicle losing track on complex tracks to below 0.1%. Furthermore, it can make advance judgments on right-angle and broken-line tracks, thus enabling the electromagnetic track-following vehicle to travel at high speed on conventional tracks and to be more adaptable to complex broken-line track conditions.

[0042] 2. The electromagnetic track-following vehicle of the present invention adopts an LCC resonant wireless charging module, which can achieve an energy transmission efficiency of over 75%; and by optimizing the coil layout at the receiving end, the charging efficiency remains above 65% within a distance of 5-15mm and an angle deviation of 0-20°, which is suitable for scenarios with slight displacement during vehicle model movement and has no charging interruption phenomenon.

[0043] 3. This invention uses a supercapacitor to replace a traditional lithium battery, which greatly shortens the charging time; and when replacement is needed, there is no need to disassemble the vehicle, simplifying the operation process and improving the efficiency and turnover speed of the equipment. Attached Figure Description

[0044] Figure 1 This is a schematic diagram of an electromagnetic track-following vehicle capable of adapting to complex tracks, as described in this embodiment.

[0045] Figure 2 This is a bottom-view diagram of the electromagnetic track-following vehicle in this embodiment, which can adapt to complex tracks.

[0046] Figure 3 This is a schematic diagram of the dual-path power drive branch in this embodiment.

[0047] Figure 4 This is a schematic diagram of the circuit filtering unit in this embodiment.

[0048] Figure 5 This is a schematic diagram of the signal and output link in this embodiment. Detailed Implementation

[0049] The present invention will be described in detail below with reference to the accompanying drawings and preferred embodiments. The purpose and effects of the present invention will become clearer. It should be understood that the specific embodiments described herein are merely for explaining the present invention and are not intended to limit the present invention.

[0050] Explanation of technical terms:

[0051] VCC: Voltage Current Condenser, power supply voltage;

[0052] LCC: Inductor-Capacitor-Capacitor, a resonant topology consisting of one inductor and two capacitors;

[0053] GND: Ground, the grounding terminal of the wire;

[0054] VG: Voltage Gate, gate drive output;

[0055] VS: Voltage Source, internal reference pin;

[0056] REG: Regulated Voltage Output, bias voltage output pin;

[0057] VD: Voltage Detection MOSFET, drain voltage detection input pin;

[0058] VDD: Device Drain Voltage, the input pin of the internal linear regulator.

[0059] like Figure 1 As shown, the electromagnetic track-following vehicle in this embodiment, which can adapt to complex tracks, includes a tracking module and a charging module.

[0060] The tracking module includes three pairs of inductive sensors installed at the front of the vehicle, a motor 9 installed on the drive wheels of the vehicle body, an encoder 11 for measuring vehicle speed, and a tracking main control unit that connects the inductive sensors, motor, and encoder.

[0061] Among them, three pairs of inductive sensors are symmetrically arranged based on the extension of the center line of the electromagnetic track tracking vehicle's forward direction, and are arranged from left to right along the width direction of the electromagnetic track tracking vehicle. They are tilt inductive sensor 1, vertical inductive sensor 2, horizontal inductive sensor 3, horizontal inductive sensor 4, vertical inductive sensor 5, and tilt inductive sensor 6. The direction of the central axis of tilt inductive sensor 1 is 45° clockwise from the forward direction of the electromagnetic track tracking vehicle, and the direction of the central axis of tilt inductive sensor 6 is 45° counterclockwise from the forward direction of the electromagnetic track tracking vehicle. Tilt inductive sensor 1 and tilt inductive sensor 6 form a pair, forming a tilt inductive function. The directions of the central axes of vertical inductive sensor 2 and vertical inductive sensor 5 are both perpendicular to the forward direction of the electromagnetic track tracking vehicle, forming a vertical inductive function. The directions of the central axes of horizontal inductive sensor 3 and horizontal inductive sensor 4 are parallel to the forward direction of the electromagnetic track tracking vehicle, forming a horizontal inductive function.

[0062] Six inductive sensors are mounted on a horizontal plate 7 located in front of the electromagnetic track-following vehicle. The horizontal plate 7 is mounted on the vehicle body via an inclined bracket 8.

[0063] Motor 9 provides power to the electromagnetic track-following vehicle. Motor 9 drives the two wheels 12 on one side through gear set 10. Encoder 11 also reads the real-time rotation speed of wheel 12 through gear set 10.

[0064] The tracking control unit receives signals from six inductive sensors, processes and analyzes the signals, calculates the total error of the tracking vehicle relative to the center of the electromagnetic track, and uses a fuzzy speed algorithm to implement closed-loop control of the motor to drive the wheels. The tracking control unit includes an instrumentation amplifier, operational amplifier detection circuit, analog-to-digital converter, PWM control loop, encoder circuit, OLED control circuit, key reading circuit, and power supply voltage reading circuit.

[0065] The instrumentation amplifier directly amplifies the differential signal obtained from the inductance sensor, generating a level that approximates a sine wave. The operational amplifier detector circuit converts the unstable input level into a stable DC level, and the analog-to-digital converter converts the analog signal output from the instrumentation amplifier into a digital signal for the main control chip to read, analyze, and process, thus realizing the conversion from analog signal to digital domain and obtaining an inductance value that can be used for calculation.

[0066] The PWM control loop is used to output pulse width modulation signals to control the speed and direction of the motor, thereby realizing the speed regulation and path following of the electromagnetic track tracking vehicle. By adjusting the PWM duty cycle, the motor power output can be precisely controlled.

[0067] The encoder circuit is used to read the pulse waves generated by the encoder within a set period and accumulate them into a digital signal, which is then input into the main control chip. In this embodiment, the set period is 1ms.

[0068] The OLED control circuit is used to drive the OLED screen and enable human-computer interaction for the electromagnetic track-following vehicle.

[0069] The button reading circuit is used to read whether a button has been pressed, convert the button signal into a digital signal for the main control chip to recognize, and enable the user to adjust the parameters of the electromagnetic track-following vehicle.

[0070] The power supply voltage reading circuit is used to monitor the voltage changes of the capacitor bank, convert the voltage signal into a digital signal and feed it back to the main control chip to ensure that the electromagnetic track tracking vehicle operates within a safe voltage range.

[0071] like Figure 2 As shown, the charging module includes a capacitor bank 13, an alternating magnetic field receiver 14, and a receiver coil 15. The capacitor bank 13 is installed at the rear of the electromagnetic track-following vehicle and is fixed by a rear slot for easy installation and removal. The capacitor bank 13 provides driving power to the electromagnetic track-following vehicle. The alternating magnetic field receiver 14 and the receiver coil 15 are both installed at the bottom of the electromagnetic track-following vehicle. The receiver coil 15 is used to receive the LCC resonant wave generated by the external alternating magnetic field transmitter. The alternating magnetic field receiver 14 is directly connected to the capacitor bank 13, directly charging the capacitor bank 13 with the received electrical energy.

[0072] The circuit section of the alternating magnetic field receiver 14 includes a dual-path power drive branch, a circuit filtering unit, and an LCC compensation structure, which are respectively... Figure 3 , Figure 4 and Figure 5 The alternating magnetic field receiver 14 receives the alternating magnetic field through LCC resonance and converts the alternating magnetic field into electrical energy.

[0073] The dual-channel power drive branch includes power drive branch one for amplifying the LCC_A signal and power drive branch two for amplifying the LCC_B signal. The circuit structures of these two power drive branches are identical. Taking power drive branch one as an example, the specific circuit structure will be described below. Figure 3 As shown, the power drive branch includes two identical LCC interface signal drive circuits. Figure 3 Taking the LCC interface signal drive circuit in the upper left corner as an example, it includes one N-channel MOSFET Q1, one driver chip U1, three capacitors C1~C3, three resistors R1~R3, a reverse connection protection diode D1, and a driver chip auxiliary protection diode D5.

[0074] Among them, the N-channel MOSFET Q1 performs power switching and signal amplification functions, and is the "power execution unit" of the circuit. The driver chip U1, as a dedicated driver IC, provides a stable drive signal for the MOSFET and has overvoltage and overcurrent protection mechanisms. It is the "control core" of the circuit. Each driver chip has 5 pins: VG, VS, REG, VD, and VDD.

[0075] The source of the N-channel MOSFET Q1 is connected to another LCC interface signal drive circuit, the drain is connected to VCC, and the gate is connected to one end of resistor R3. The other end of resistor R3 is connected to the VG terminal of driver chip U1. At the same time, a test point TP1 is led out on the path connecting the other end of resistor R3 to the VG terminal of driver chip U1 to monitor the output signal of the VG pin of driver chip U1 in real time. The cathode of the reverse polarity protection diode D1, one end of capacitor C3, and one end of resistor R4 are all connected to the VDD pin of driver chip U1. The anode of the reverse polarity protection diode D1, the other end of capacitor C3, one end of capacitor C2, and one end of capacitor C1 are all connected to another LCC interface signal drive circuit, and finally connected to GND. The other end of resistor R4 is connected to the cathode of the driver chip auxiliary protection diode D5. The anode of the driver chip auxiliary protection diode D5, the VD pin of driver chip U1, the drain of N-channel MOSFET Q1, and one end of resistor R1 are all connected to VCC. The other end of resistor R1 is connected to the other end of capacitor C1.

[0076] In this embodiment, capacitor C2 is a bypass capacitor with a capacitance of 2.2μF. Capacitors C1 and C3 have capacitances of 0.5nF and 1μF, respectively, and are used for power supply filtering, high-frequency decoupling, stabilizing power supply, and suppressing electromagnetic interference; they are the circuit's "noise filtering unit." Resistor R1 has a resistance of 25Ω and is used for signal impedance matching; resistor R3 has a resistance of 2.2Ω and is used to limit the drive current; resistor R4 has a resistance of 10KΩ and is used for voltage division and biasing.

[0077] The circuit filtering unit includes multiple small-capacity capacitors and one large-capacity capacitor connected in parallel between VCC (positive power supply) and GND (ground), forming a combined filtering structure of "large-capacity electrolytic capacitor + multiple small-capacity capacitors". This structure is used to suppress low-frequency ripple and high-frequency noise in the power supply, providing a stable DC power supply for subsequent circuits. The small-capacity capacitors have a capacitance of 20nF to 150nF, and there are 5 to 10 of them. There is one large-capacity capacitor with a capacitance of 200μF to 500μF.

[0078] This circuit employs a multi-stage parallel capacitor filtering strategy. Large-capacity capacitors primarily filter out low-frequency power supply ripple, while multiple small capacitors assist in filtering and cover mid-to-high-frequency noise, thereby achieving wide-band power supply noise suppression. For example... Figure 4 As shown, in this embodiment, the small-capacity capacitors are C13-C20 with a capacitance value of 100 nF, and the large-capacity electrolytic capacitor is C21 with a capacitance value of 220 μF.

[0079] LCC compensation structures include various types of capacitors, configured according to requirements in actual use. For example... Figure 5 As shown, C22-C29 are connected in parallel between the paths of LCC_A and LCC_OUT_H, and between LCC_B and LCC_OUT_L, to perform primary resonance compensation and condition the low-frequency / mid-frequency components of the input signal; C30-C37 are connected in parallel between the paths of LCC_OUT_H and LCC_A to perform high-frequency noise filtering and signal decoupling to ensure the purity of the output signal.

[0080] LCC_A and LCC_B are LCC mode input interfaces; LS-L and LS-R are control signal input interfaces, which are the input sides of the signals to be compensated; LCC_OUT_H and LCC_OUT_L are processed signal output interfaces, used to transmit the conditioned signals to the subsequent circuits.

[0081] In this embodiment, the capacitance value of all 16 capacitors used is 100nF.

[0082] The control method for an electromagnetic track-following vehicle capable of adapting to complex tracks in this embodiment includes the following steps:

[0083] Step 1: The electromagnetic signals collected by each inductor sensor from the electromagnetic wire are amplified by an instrumentation amplifier, operational amplifier detection circuit, and analog-to-digital converter. The tracking main control unit then calculates the inductance value using the track center deviation formula to obtain the total error value of the electromagnetic track tracking vehicle relative to the center of the electromagnetic track.

[0084] err total =-( w h ×e rrh + w inc × err inc+ w v × err v )

[0085] e rr h = 20 a h ×( l 2- l 5) / ( l inc + l h )

[0086] err inc =20 a inc ×( l 1- l 6) / ( l inc + l h )

[0087] err v =20 a v ×( l 3- l 4) / l v

[0088] w h =min( l h / l sum ,0.5)

[0089] w inc = min( l inc / l sum ,0.5)

[0090] w v = min( l v / l sum ,0.5)

[0091] l sum = l 1+ l 2+ l 3+ l 4+ l 5+ l 6

[0092] l inc = l 1+ l 6

[0093] l h = l 2+ l 5

[0094] l v = l 3+ l 4

[0095] Among them, err total e represents the total error. rr h , err inc , err v These represent the lateral error, tilt error, and vertical error, respectively. h , w inc , w v These represent horizontal weights, skew weights, and vertical weights, respectively. l 1~ l 6 represents the inductance values ​​sensed by the six inductance sensors; a h , a inc , a v These represent the horizontal coefficient, the tilt coefficient, and the vertical coefficient, respectively, with values ​​ranging from 0 to 1. In this embodiment, the value is 0.5 for each coefficient.

[0096] Step 2: Use a fuzzy velocity algorithm to control the electromagnetic track-following vehicle, specifically: calculate err. total The absolute value E is calculated, and the membership degree of E to two adjacent error sub-intervals is calculated. Based on the membership degree, the preset speeds corresponding to the two adjacent error sub-intervals are weighted and averaged to obtain the final target speed control value.

[0097] The error sub-intervals are divided from the preset error intervals in ascending order, and the preset error intervals are (0, err) totalThe boundary values ​​of the error sub-interval are from 0 to err. total Three numbers are randomly selected from smallest to largest. In this embodiment, the boundary values ​​of the error sub-intervals are 1, 3, and 5. Therefore, there are a total of 4 error sub-intervals, namely (0,1], (1,3], (3,5], (5,err], (1,3], (3,5], (5,err]). total Each error sub-interval corresponds to a preset speed. The preset speed for the error sub-interval (0,1] is the speed of the electromagnetic track-following vehicle when traveling in a straight line; the preset speed for the error sub-interval (1,3] is the preset speed of the electromagnetic track-following vehicle when making a turn less than 45°; the preset speed for the error sub-interval (3,5] is the preset speed of the electromagnetic track-following vehicle when making a turn greater than 45°; the preset speed for the error sub-interval (5, err total The preset speed corresponding to the error sub-interval (3,5] is the preset speed corresponding to the error sub-interval (3,5] minus an external given value. The external given value cannot be greater than the preset speed corresponding to the error sub-interval (3,5]. In this embodiment, the value is 20.

[0098] Step 3: The tracking main control unit calculates the required increase in differential speed between the two wheels based on the positional PID algorithm used in the direction loop, and increases it to the calculated target speed control value. Then, it reads the current running speed of the electromagnetic track tracking vehicle through the encoder, calculates the PWM value that should be output through the incremental PID algorithm used in the speed loop, and realizes closed-loop control of the motor to drive the wheels.

[0099] It will be understood by those skilled in the art that the above descriptions are merely preferred examples of the invention and are not intended to limit the invention. Although the invention has been described in detail with reference to the foregoing examples, those skilled in the art can still modify the technical solutions described in the foregoing examples or make equivalent substitutions for some of the technical features. All modifications and equivalent substitutions made within the spirit and principles of the invention should be included within the scope of protection of the invention.

Claims

1. An electromagnetic track following vehicle capable of adapting to complex tracks, characterized in that, The tracking module and the charging module are included. The tracking module includes three pairs of inductive sensors arranged at the front of the vehicle, a motor driving the wheels arranged at the body of the vehicle, an encoder measuring the speed of the vehicle, and a tracking master control unit connected to the inductive sensors, the motor, and the encoder. The three pairs of inductive sensors are installed on a horizontal plate in front of the electromagnetic track tracking vehicle, and the horizontal plate is installed on the vehicle body through an inclined support; and the three pairs of inductive sensors are symmetrically arranged based on the extension line of the center line of the forward direction of the electromagnetic track tracking vehicle, and are sequentially arranged from left to right along the width direction of the electromagnetic track tracking vehicle, and are respectively inclined inductive sensor one, vertical inductive sensor one, horizontal inductive sensor one, horizontal inductive sensor two, vertical inductive sensor two, and inclined inductive sensor two; wherein the center axis of the two inclined inductive sensors is inclined at an angle with respect to the forward direction of the electromagnetic track tracking vehicle, forming an inclined inductive effect; the center axis of the two vertical inductive sensors is perpendicular to the forward direction of the electromagnetic track tracking vehicle, forming a vertical inductive effect; and the center axis of the two horizontal inductive sensors is parallel to the forward direction of the electromagnetic track tracking vehicle, forming a horizontal inductive effect. The tracking master control unit is used to receive signals of the six inductive sensors, and after processing and analyzing the signals, calculate the total error value of the electromagnetic track tracking vehicle relative to the center of the electromagnetic track, and use a fuzzy speed algorithm to realize closed-loop control of the motor to drive the wheels. The charging module includes a capacitor group, an alternating magnetic field receiving end, and a receiving coil, the capacitor group provides driving power for the electromagnetic track tracking vehicle, the alternating magnetic field receiving end and the receiving coil are both installed at the bottom of the electromagnetic track tracking vehicle, and are used to receive LCC resonance waves generated by the external alternating magnetic field transmitting end, and directly charge the received electrical energy into the capacitor group. The alternating magnetic field receiving end receives the alternating magnetic field through LCC resonance, and converts the alternating magnetic field into electrical energy; the alternating magnetic field receiving end includes a double-path power drive branch, a circuit filter unit, and an LCC compensation structure. The double-path power drive branch includes a power drive branch one amplifying an LCC_A signal and a power drive branch two amplifying an LCC_B signal. The power drive branch one includes two LCC interface signal drive circuits which are the same in structure, and one LCC interface signal drive circuit includes an N-channel MOS tube Q1, a driving chip U1, capacitors C1-C3, resistors R1, R3, and R4, an anti-reverse connection diode D1, and a driving chip auxiliary protection diode D5. The source of the N-channel MOS tube Q1 is connected to another LCC interface signal driving circuit, the drain is connected to VCC, and the gate is connected to one end of resistor R3; the other end of resistor R3 is connected to the VG end of driving chip U1; at the same time, a test point TP1 is led out on the path connecting the other end of resistor R3 and the VG end of driving chip U1, which is used for real-time monitoring of the output signal of the VG pin of driving chip U1; the cathode of anti-reverse connection diode D1, one end of capacitor C3 and one end of resistor R4 are all connected to the VDD pin of driving chip U1, the anode of anti-reverse connection diode D1, the other end of capacitor C3, one end of capacitor C2, one end of capacitor C1 are all connected to another LCC interface signal driving circuit, and finally connected to GND; the other end of resistor R4 is connected to the cathode of driving chip auxiliary protection diode D5, the anode of driving chip auxiliary protection diode D5, the VD pin of driving chip U1, the drain of N-channel MOS tube Q1 and one end of resistor R1 are all connected to VCC; the other end of resistor R1 is connected to the other end of capacitor C1; The power driving branch two for amplifying LCC_B signal has the same structure as the power driving branch one for amplifying LCC_A signal.

2. The electromagnetic track following vehicle capable of adapting to complex tracks according to claim 1, characterized in that, The direction of the central axis of the first inclined inductive sensor is 45 degrees clockwise rotation of the forward direction of the electromagnetic track following vehicle, and the direction of the central axis of the second inclined inductive sensor is 45 degrees counterclockwise rotation of the forward direction of the electromagnetic track following vehicle.

3. The electromagnetic track following vehicle of claim 1, wherein, The motor provides power for the electromagnetic track following vehicle, and the motor drives the single-sided wheel through a gear set; the encoder reads the real-time speed of the wheel through the gear set.

4. The electromagnetic track following vehicle of claim 1, wherein, The tracking main control unit includes an instrument amplifier, an operational amplifier detection circuit, an analog-to-digital converter, and a PWM control loop; the instrument amplifier is used to directly amplify the differential signal obtained by the inductive sensor to generate a level close to a sine wave; The operational amplifier detection circuit is used to convert the input unstable level into a stable direct current level; The analog-to-digital converter is used to convert the analog signal output by the instrument amplifier into a digital signal for reading, analysis and processing by the main control chip, realizing the conversion from analog signal to digital domain, so as to obtain the inductance value that can be operated; The PWM control loop is used to output a pulse width modulation signal to control the speed and direction of the motor, thereby realizing the speed adjustment and path following of the electromagnetic track following vehicle.

5. The electromagnetic track following vehicle of claim 4, wherein, The tracking main control unit further includes an encoder circuit, an OLED control circuit, a key reading circuit, and a power voltage reading circuit, wherein, The encoder circuit is used to read the pulse wave generated by the encoder in a set period and accumulate it into a digital signal input into the main control chip; The OLED control circuit is used to drive the OLED screen to realize human-computer interaction of the electromagnetic track following vehicle; The key reading circuit is used to read whether the key is pressed or not, convert the key signal into a digital signal for recognition by the main control chip, and realize parameter adjustment of the electromagnetic track following vehicle by the user. The power voltage reading circuit is used for monitoring voltage variation of the capacitor group, and feeds back the digital signal converted from the voltage signal to the master control chip, so as to ensure that the electromagnetic track following vehicle runs in a safe voltage range.

6. The electromagnetic track following vehicle of claim 1, wherein, The circuit filtering unit comprises a plurality of small-capacity capacitors and a large-capacity capacitor connected in parallel between the power supply positive pole VCC and the ground GND, the capacitance value of the small-capacity capacitors is 20nF-150nF, and the number is 5-10; the capacity value of the large-capacity capacitor is 200μF-500μF.

7. A method of controlling a complex track-adaptable electromagnetic track following vehicle according to claim 1, characterized in that, The method comprises the following steps: S1: the electromagnetic signals collected by each inductance sensor from the electromagnetic wire are obtained by the track main control unit, and the total error value of the electromagnetic track following vehicle relative to the center of the electromagnetic track is calculated based on the six inductance values; The tilt error value is the ratio of the difference between the inductance values sensed by the two tilt inductance sensors and the sum of the inductance values sensed by the two horizontal inductance sensors and the tilt inductance sensors, multiplied by a tilt coefficient; The lateral error value is the ratio of the difference between the inductance values sensed by the two horizontal inductance sensors and the sum of the inductance values sensed by the two horizontal inductance sensors and the tilt inductance sensors, multiplied by a lateral coefficient; The vertical error value is the ratio of the difference between the inductance values sensed by the two vertical inductance sensors and the sum of the inductance values sensed by the two vertical inductance sensors, multiplied by a vertical coefficient; The total error value is a weighted sum of the tilt error value, the lateral error value and the vertical error value, wherein the lateral weight w h , the tilt weight w inc , and the vertical weight w v respectively satisfy the following conditions: w h = min( l h / l sum , 0.5) w inc = min( l inc / l sum ,0.5) w v = min( l v / l sum ,0.5) wherein, l h is the sum of the inductance values sensed by the two horizontal inductance sensors, l v is the sum of the inductance values sensed by the two vertical inductance sensors, l inc is the sum of the inductance values sensed by the two oblique inductance sensors; l sum is the sum of the inductance values sensed by all the horizontal inductance sensors, vertical inductance sensors and oblique inductance sensors. S2: the fuzzy speed algorithm is used to control the electromagnetic track following vehicle, specifically: the absolute value E of the total error value is calculated, and the membership degrees of E to adjacent two error subintervals are calculated; according to the membership degrees, the preset speeds corresponding to the adjacent two error subintervals are weighted and averaged to obtain the control value of the final target speed; S3: the track main control unit calculates the required differential speed of the two wheels according to the positional PID algorithm used in the direction ring, increases to the calculated control value of the target speed, reads out the current running speed of the electromagnetic track following vehicle through the encoder, calculates the PWM value that should be output through the incremental PID algorithm used in the speed ring, and realizes closed-loop control of the motor to drive the wheels.

8. The method of claim 7, wherein the method further comprises: The error sub-interval is divided from a preset error interval (0, err total ] in ascending order, each error sub-interval corresponds to a preset speed; the preset speed corresponding to the error sub-interval with the smallest error is the speed of the electromagnetic track following vehicle when running on a straight line, the preset speed corresponding to the error sub-interval with medium error is the preset speed of the electromagnetic track following vehicle when making a turn less than 45°, and the preset speed corresponding to the error sub-interval with the largest error is the preset speed of the electromagnetic track following vehicle when making a turn greater than 45°.

9. The method of claim 7, wherein the method further comprises: The tilt coefficient, the lateral coefficient and the vertical coefficient are all 0.5.

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