A method, device and equipment for controlling the speed of a trolley on a curve, and a storage medium

Abstract

The present application relates to the technical field of control of a carrier, and particularly relates to a method, device and equipment for controlling the speed of a carrier in a curve, and a storage medium, wherein the method determines the data of the carrier and the data of a curve to be entered, and obtains the moving distance of the carrier in real time; determines the stage of the carrier in the curve according to the moving distance and the curve data, and distributes the speeds of the front wheels and the rear wheels of the carrier according to the stage of the curve. Through the above steps, the data of the carrier and the curve data are determined, and the moving distance is obtained in real time, the curve operation is divided into continuous stages such as curve entry transition, curve section and curve exit transition, the speed is distributed according to the track section of the front wheels and the rear wheels in each stage, the speeds of the front wheels and the rear wheels are matched with the movement of the current stage, the motion asynchronization caused by forced same speed is avoided, and the smoothness of the carrier in the curve operation is realized.

Description

Technical Field

[0001] This invention relates to a method, device, equipment, and storage medium for controlling the curve speed of a transport vehicle, belonging to the field of transport vehicle control technology. Background Technology

[0002] In a rail-mounted transporter system, the transporter runs on a track and typically has wheels and a drive motor. The two front wheels are driven by one servo motor, and the two rear wheels by another. When the transporter travels on a straight track, both the front and rear wheels are in contact with the track simultaneously. When traveling through a curve, the front and rear wheels of the transporter located on the inside of the curve are in contact with the track, while the front and rear wheels of the transporter located on the outside of the curve are suspended in the air. The transporter is supported by guide wheels and guide strips to pass through the curve. Due to the different radii of the inner and outer tracks of the curve, the movement trajectories of the front and rear wheels of the transporter differ. Therefore, ideally, the front and rear wheels of the transporter need different operating speeds when entering and exiting the curve. Therefore, existing speed control schemes have the following drawbacks:

[0003] When the transport vehicle makes a turning motion, the overall speed is not smooth and there is a jerking phenomenon;

[0004] When the transport vehicle turns, the front and rear wheels move at the same speed, resulting in an interaction force between them. This causes the servo motor to be overloaded and requires a large torque to drive it.

[0005] During the turning process of the transport vehicle, there is an interaction force between the front and rear wheels, which causes the wheels to slip and the servo motor speed to fluctuate, resulting in increased shaking of the transport vehicle.

[0006] It should be noted that the information disclosed in the background section above is only used to enhance the understanding of the background of this disclosure, and therefore may include information that does not constitute prior art known to those skilled in the art. Summary of the Invention

[0007] This invention addresses the shortcomings of existing technologies by providing a method, device, equipment, and storage medium for controlling the speed of a transport vehicle when it curves, aiming to solve the technical problem of speed control when a transport vehicle passes through a curve.

[0008] The technical solution of this invention to solve the above-mentioned technical problems is as follows: A method for controlling the curve speed of a transport vehicle, comprising the following steps:

[0009] Determine the transport vehicle's own data and the curve data of the curve it is about to enter, and obtain the transport vehicle's moving distance in real time;

[0010] Based on the travel distance and curve data, the transport vehicle is determined to be in one of the multiple stages of the curve. Depending on the stage of the curve the transport vehicle is in, the speeds of the front and rear wheels of the transport vehicle are allocated differently. The multiple stages of the transport vehicle in the curve are continuous, and the next stage is a continuation of the current stage.

[0011] In the curve speed control method for the transport vehicle provided in this application, determining multiple stages of the transport vehicle in the curve based on the travel distance and curve data includes:

[0012] Based on the travel distance and curve data, determine which of the three sections of the curve the transport vehicle is in: the entry transition section, the curve section, and the exit transition section. The entry transition section includes the front wheels of the transport vehicle being on the curve and the rear wheels being on a straight line. The exit transition section includes the front wheels of the transport vehicle being on a straight line and the rear wheels being on the curve.

[0013] In the curve speed control method for the transport vehicle provided in this application, when the transport vehicle is in the entry and exit transition sections of the curve, different speeds are distributed to the wheels in the straight section and the wheels in the curve section by means of the angle between the movement direction of the wheels in the straight section and the movement direction of the wheels in the curve section.

[0014] In the curve speed control method for the transport vehicle provided in this application, the steps of determining the transport vehicle's own data and the curve data of the curve to be entered, and acquiring the transport vehicle's travel distance in real time, include:

[0015] Determine the following parameters: distance L between the front and rear wheels of the transport vehicle; radius r of the inner track of the curve; radius R of the center of the track of the curve; center speed V0 of the transport vehicle; speed V1 of the front wheel motor; speed V2 of the rear wheel motor; real-time current position S of the front wheel motor; motor position St when the front wheel just enters the curve; movement distance S0 of the center of the transport vehicle; θ1 is the angle between the line connecting the front and rear wheels; θ2 is the angle between the line connecting the midpoints of the front and rear wheels and the direction of movement of the rear wheel on the straight segment; θ3 is the difference between θ1 and θ2; θ4 is the angle between the line connecting the midpoint of the front wheel and the center of the curve and the direction of movement of the front wheel on the straight segment; θ5 is the angle between the line connecting the midpoint of the front wheel and the center of the curve and the line connecting the midpoints of the front and rear wheels.

[0016] In the cornering speed control method for the transport vehicle provided in this application, the step of determining that the transport vehicle is in one of multiple stages of a curve based on the travel distance and curve data, and then distributing the speeds of the front and rear wheels of the transport vehicle differently according to the stage of the curve, includes:

[0017] when To determine if the transport vehicle is in the transition section before the curve, the speed distribution between the front and rear wheels of the transport vehicle is as follows:

[0018] ;

[0019] ;

[0020] ;

[0021] ;

[0022] .

[0023] In the cornering speed control method for the transport vehicle provided in this application, the step of determining that the transport vehicle is in one of multiple stages of a curve based on the travel distance and curve data, and then distributing the speeds of the front and rear wheels of the transport vehicle differently according to the stage of the curve, includes:

[0024] when When the transport vehicle is located on a curve, the speed distribution between the front and rear wheels of the transport vehicle is as follows:

[0025] ;

[0026] .

[0027] In the cornering speed control method for the transport vehicle provided in this application, the step of determining that the transport vehicle is in one of multiple stages of a curve based on the travel distance and curve data, and then distributing the speeds of the front and rear wheels of the transport vehicle differently according to the stage of the curve, includes:

[0028] when At that time, it is determined that the transport vehicle is in the transition section after exiting the curve, and the speed distribution of the front and rear wheels of the transport vehicle is as follows:

[0029] ;

[0030] ;

[0031] ;

[0032] ;

[0033] ;

[0034] .

[0035] Furthermore, to achieve the above objectives, the present invention also provides a cornering speed control device for a transport vehicle, the cornering speed control device comprising:

[0036] The movement distance acquisition module is used to determine the transport vehicle's own data and the curve data of the curve it is about to enter, and to acquire the transport vehicle's movement distance in real time.

[0037] The speed distribution module is used to determine one of the multiple stages of the curve the transport vehicle is in based on the travel distance and curve data. Depending on the stage of the curve the transport vehicle is in, the speed of the front and rear wheels of the transport vehicle is distributed differently. The multiple stages of the transport vehicle in the curve are continuous, and the next stage is a continuation of the current stage.

[0038] Furthermore, to achieve the above objectives, the present invention also provides a cornering speed control device for a transport vehicle, the cornering speed control device for the transport vehicle including a processor, a memory, and a cornering speed control program for the transport vehicle stored in the memory and executable by the processor, wherein when the cornering speed control program for the transport vehicle is executed by the processor, the steps of the cornering speed control method for the transport vehicle described above are implemented.

[0039] In addition, to achieve the above objectives, the present invention also provides a computer-readable storage medium storing a cornering speed control program for a transport vehicle, wherein when the cornering speed control program for the transport vehicle is executed by a processor, the steps of the cornering speed control method for the transport vehicle as described above are implemented.

[0040] The beneficial effects of this invention are as follows: By determining the transport vehicle's own data and the curve data of the curve it is about to enter, and acquiring the transport vehicle's moving distance in real time; based on the moving distance and curve data, determining that the transport vehicle is in one of multiple stages within the curve; and distributing the speeds of the transport vehicle's front and rear wheels differently according to the stage the transport vehicle is in within the curve, wherein the multiple stages of the transport vehicle within the curve are continuous, and the next stage is a continuation of the current stage. Through the above steps, by determining the transport vehicle's own data, curve data, and acquiring the moving distance in real time, this application divides the curve operation into continuous stages such as curve entry transition, curve segment, and curve exit transition. Each stage distributes speed according to the track segment occupied by the front and rear wheels, matching the speeds of the front and rear wheels with the movement of the current stage, avoiding the asynchrony caused by forced uniform speed in the prior art, and achieving smoothness in the transport vehicle's curve operation. When the transport vehicle makes a turning motion, the overall speed smoothness increases, the stuttering phenomenon is less noticeable, and the actual output speed fluctuation of the servo motor is smaller. During the turning process of the transport vehicle, the interaction force between the front and rear wheels decreases, and the maximum driving torque of the servo motor reaches 72%. This reduced interaction force also decreases wheel slippage, leading to less fluctuation in the actual output speed of the servo motor and less vehicle sway. Vibration sensors measured a maximum vibration of 0.27G. Attached Figure Description

[0041] Figure 1 This is a schematic diagram of the hardware structure of the curve speed control device for the transport vehicle involved in the embodiment of the present invention;

[0042] Figure 2 This is a flowchart illustrating the curve speed control method for the transport vehicle of the present invention.

[0043] Figure 3 This is a schematic diagram showing the simulated speed of the front and rear wheels of the transport vehicle of the present invention;

[0044] Figure 4 This is a schematic diagram of the transport vehicle of the present invention before entering a curve;

[0045] Figure 5 This is a schematic diagram of the front wheel curve and the rear wheel straight line of the transport vehicle of the present invention;

[0046] Figure 6 This invention illustrates that the front and rear wheels of the transport vehicle are on a curve. Figure 1 ;

[0047] Figure 7 This invention illustrates that the front and rear wheels of the transport vehicle are on a curve. Figure 2 ;

[0048] Figure 8 This is a schematic diagram of the front wheels of the transport vehicle of the present invention being straight while the rear wheels are curved;

[0049] Figure 9 This is a schematic diagram showing that both the front and rear wheels of the transport vehicle of the present invention are out of the curve;

[0050] Figure 10 This is a schematic diagram of the front and rear wheel speed algorithm of the transport vehicle of the present invention.

[0051] The realization of the objective, functional features and advantages of the present invention will be further explained in conjunction with the embodiments and with reference to the accompanying drawings. Detailed Implementation

[0052] It should be understood that the specific embodiments described herein are merely illustrative of the invention and are not intended to limit the invention.

[0053] The curve speed control method for transport vehicles involved in this invention is mainly applied to curve speed control devices for transport vehicles. These devices can be PCs, portable computers, mobile terminals, or other devices with display and processing functions.

[0054] Reference Figure 1 , Figure 1 This is a schematic diagram of the hardware structure of the cornering speed control device for a transport vehicle according to an embodiment of the present invention. In this embodiment, the cornering speed control device for the transport vehicle may include a processor 1001 (e.g., a CPU), a communication bus 1002, a user interface 1003, a network interface 1004, and a memory 1005. The communication bus 1002 is used to establish communication between these components; the user interface 1003 may include a display screen or an input unit such as a keyboard; the network interface 1004 may optionally include a standard wired interface or a wireless interface (such as a Wi-Fi interface); the memory 1005 may be a high-speed RAM or a stable, non-volatile memory, such as a disk drive, and optionally, the memory 1005 may be a storage device independent of the aforementioned processor 1001.

[0055] Those skilled in the art will understand that Figure 1 The hardware structure shown does not constitute a limitation on the curve speed control device for the transport vehicle, and may include more or fewer components than shown, or combine certain components, or have different component arrangements.

[0056] Continue to refer to Figure 1 , Figure 1 The memory 1005, which is a computer-readable storage medium, may include an operating system, a network communication module, and a curve speed control program for the transport vehicle.

[0057] exist Figure 1In this embodiment, the network communication module is mainly used to connect to the server and communicate data with the server; while the processor 1001 can call the cornering speed control program of the transport vehicle stored in the memory 1005 and execute the cornering speed control method of the transport vehicle provided in this embodiment of the invention.

[0058] Reference Figure 2 , Figure 2 This is a flowchart illustrating the first embodiment of the curve speed control method for the transport vehicle of the present invention.

[0059] In this embodiment, the method for controlling the curve speed of the transport vehicle includes the following steps:

[0060] S10: Determine the transport vehicle's own data and the curve data of the curve it will enter, and obtain the transport vehicle's moving distance in real time.

[0061] S20: Based on the travel distance and curve data, determine that the transport vehicle is in one of the multiple stages of the curve. Based on the stage of the curve in which the transport vehicle is located, distribute the speed of the front and rear wheels of the transport vehicle differently. The multiple stages of the transport vehicle in the curve are continuous, and the next stage is a continuation of the current stage.

[0062] In this embodiment, when the railcar passes through a curve, it first enters the curve from a straight section. The entry into the curve is the curve transition section, the full entry into the curve is the curve section, and the exit from the curve is the exit transition section, finally entering the straight section. The above is the entire process of the railcar passing through a curve, and each stage is continuous and sequential.

[0063] Specifically, assume the following: the distance L between the front and rear wheels of the transport vehicle; the radius r of the inner track of the curve; the radius R of the center of the track of the curve; the center speed V0 of the transport vehicle; the speed V1 of the front wheel motor; the speed V2 of the rear wheel motor; the real-time current position S of the front wheel motor; the motor position St when the front wheel just enters the curve; the moving distance S0 of the center of the transport vehicle; θ1 is the angle between the line connecting the front wheels and the line connecting the rear wheels; θ2 is the angle between the line connecting the midpoint of the front wheel line and the midpoint of the rear wheel line and the direction of motion of the rear wheel on the straight segment; θ3 is the difference between θ1 and θ2; θ4 is the angle between the line connecting the midpoint of the front wheel line and the center of the curve and the direction of motion of the front wheel on the straight segment; and θ5 is the angle between the line connecting the midpoint of the front wheel line and the center of the curve and the line connecting the midpoint of the front wheel line and the midpoint of the rear wheel line.

[0064] ;

[0065] refer to Figure 4 Before entering the curve, the front and rear wheels of the transport vehicle are on a straight section, and the speed distribution at this time is as follows:

[0066] ;

[0067] .

[0068] refer to Figure 5 ,when When the transport vehicle enters the curve, its front wheels are in the curve and its rear wheels are on the straight section. At this time, the movement distance S0 of the transport vehicle's center is between 0 and the set entry threshold, indicating that the transport vehicle is in the transition section before entering the curve. The speed distribution at this time is as follows:

[0069] ;

[0070] ;

[0071] ;

[0072] ;

[0073] .

[0074] refer to Figure 6 and Figure 7 ,when When the center movement distance S0 of the transport vehicle is between two set thresholds, it is determined that the transport vehicle is in a curve. At this time, the front wheels and the rear wheels of the transport vehicle are in the curve, and the speed distribution of the front and rear wheels of the transport vehicle is as follows:

[0075] ;

[0076] .

[0077] refer to Figure 8 ,when At that time, the front wheels are on a straight section, and the rear wheels are in a curve:

[0078] ;

[0079] ;

[0080] ;

[0081] ;

[0082] ;

[0083] .

[0084] refer to Figure 9 ,when At this point, with the front wheels on the straight section and the rear wheels exiting the corner, the speed distribution is as follows:

[0085] ;

[0086] .

[0087] By following the steps above, the speed of the front and rear wheels of the railcar can be controlled throughout the curve.

[0088] In this embodiment, by determining the transport vehicle's own data and the curve data of the curve it is about to enter, and by acquiring the transport vehicle's moving distance in real time, the transport vehicle is determined to be in one of multiple stages within the curve based on the moving distance and the curve data. The speeds of the transport vehicle's front and rear wheels are allocated differently according to the stage of the curve. The multiple stages of the transport vehicle within the curve are continuous, and the next stage is a continuation of the current stage. Through the above steps, by determining the transport vehicle's own data, the curve data, and acquiring the moving distance in real time, this application divides the curve operation into continuous stages such as curve entry transition, curve segment, and curve exit transition. Each stage allocates speed according to the track segment occupied by the front and rear wheels, matching the speeds of the front and rear wheels with the movement of the current stage. This avoids the asynchrony caused by forced uniform speeds in existing technologies, achieving smoothness in the transport vehicle's curve operation. When the transport vehicle makes a turning motion, the overall speed smoothness increases, the stuttering phenomenon is less noticeable, and the actual output speed fluctuation of the servo motor is smaller. During the turning process of the transport vehicle, the interaction force between the front and rear wheels decreases, and the maximum driving torque of the servo motor reaches 72%. This reduced interaction force also decreases wheel slippage, leading to less fluctuation in the actual output speed of the servo motor and less vehicle sway. Vibration sensors measured a maximum vibration of 0.27G.

[0089] In some embodiments, determining the multiple stages of the transport vehicle in a curve based on the travel distance and curve data includes: determining that the transport vehicle is in one of three stages of the curve: the entry transition stage, the curve stage, and the exit transition stage. The entry transition stage includes the transport vehicle's front wheels being on the curve and its rear wheels being on a straight line; the exit transition stage includes the transport vehicle's front wheels being on a straight line and its rear wheels being on the curve. In this embodiment, determining that the transport vehicle is in one of the three stages—the entry transition stage, the curve stage, and the exit transition stage—based on the transport vehicle's travel distance and curve data clarifies the boundaries of the three stages of curve operation, providing a clear basis for subsequent speed allocation to the front and rear wheels of the railcar. This avoids speed mismatch caused by ambiguity in stage identification.

[0090] In some embodiments, when the transport vehicle is in the entry and exit transition sections of a curve, the speed of the wheels in the straight section and the wheels in the curve section is differently distributed based on the angle between their respective directions of motion. When the transport vehicle is in the entry and exit transition sections of a curve, the angle between the directions of motion of the wheels in the straight section and the wheels in the curve section is used. The trigonometric function relationship of this angle is used to distribute the speed of the wheels in the straight section and the wheels in the curve differently, so that their speeds are adapted to their respective directions of motion. By applying this angle, the mutual pulling force between the front and rear wheels of the transport vehicle during the entry and exit transition phases of the curve is eliminated. This achieves a smooth speed transition of the transport vehicle, avoids jamming, reduces the load on the servo motor, and also reduces wheel slippage and vehicle body sway.

[0091] refer to Figure 10 and Figure 3 The diagrams show the front and rear wheel speed algorithm and the simulated front and rear wheel speed, respectively. Comparing the front and rear wheel speed algorithm diagrams and the simulated front and rear wheel speed diagrams, the motion curve waveforms of the two are basically the same, so the method is effective in actual allocation.

[0092] Similarly, this method is not only applicable to 180° turn control, but also to control conditions where the front and rear wheels have different running speeds during other turns such as 90° and 45°.

[0093] Taking the same rail-mounted transport vehicle as an example, under the same operating conditions, with the same drive motor and the same vibration measurement location, the comparison results are as follows:

[0094] Before using this method:

[0095] Phenomenon 1: When the transport vehicle makes a turning motion, the overall speed is not smooth and there is a jerking phenomenon. The actual output speed of the servo motor fluctuates greatly.

[0096] Phenomenon 2: During the turning process of the transport vehicle, because the front and rear wheels travel at the same speed, there is an interaction force between the front and rear wheels, causing the servo motor drive torque to reach 200%.

[0097] Phenomenon 3: During the turning process of the transport vehicle, there is an interaction force between the front and rear wheels, causing wheel slippage and servo motor speed fluctuations, which exacerbates the shaking of the transport vehicle. Vibration sensors measured the transport vehicle's vibration to be as high as 0.8G (G=0.98m / s²).

[0098] After using this method:

[0099] Phenomenon 1: When the transport vehicle makes a turning motion, the overall speed smoothness increases, the stuttering phenomenon is not obvious, and the actual output speed of the servo motor fluctuates less.

[0100] Phenomenon 2: During the turning process of the transport vehicle, the interaction force between the front and rear wheels decreases, and the maximum driving torque of the servo motor is 72%.

[0101] Phenomenon 3: During the turning process of the transport vehicle, the interaction force between the front and rear wheels decreases, wheel slippage decreases, the fluctuation of the actual output speed of the servo motor decreases, and the shaking of the transport vehicle decreases. Vibration sensor measurements show that the maximum vibration of the transport vehicle is 0.27G (G=0.98m / s²).

[0102] The modules in the aforementioned cornering speed control device of the transport vehicle correspond to the steps in the aforementioned cornering speed control method embodiment of the transport vehicle, and their functions and implementation processes will not be described in detail here.

[0103] Furthermore, to achieve the above objectives, the present invention also provides a cornering speed control device for a transport vehicle, the cornering speed control device comprising:

[0104] The movement distance acquisition module is used to determine the transport vehicle's own data and the curve data of the curve it is about to enter, and to acquire the transport vehicle's movement distance in real time.

[0105] The speed distribution module is used to determine one of the multiple stages of the curve the transport vehicle is in based on the travel distance and curve data. Depending on the stage of the curve the transport vehicle is in, the speed of the front and rear wheels of the transport vehicle is distributed differently. The multiple stages of the transport vehicle in the curve are continuous, and the next stage is a continuation of the current stage.

[0106] Furthermore, embodiments of the present invention also provide a computer-readable storage medium.

[0107] The present invention provides a computer-readable storage medium storing a curve speed control program for a transport vehicle, wherein when the curve speed control program for the transport vehicle is executed by a processor, the steps of the curve speed control method for the transport vehicle described above are implemented.

[0108] The method implemented when the cornering speed control program of the transport vehicle is executed can be referred to in various embodiments of the cornering speed control method of the transport vehicle of the present invention, and will not be repeated here.

[0109] It should be noted that, in this document, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or system that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or system. Unless otherwise specified, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or system that includes that element.

[0110] The sequence numbers of the above embodiments of the present invention are for descriptive purposes only and do not represent the superiority or inferiority of the embodiments.

[0111] This application can be used in a wide variety of general-purpose or special-purpose computer system environments or configurations. Examples include: personal computers, server computers, handheld or portable devices, tablet devices, multiprocessor systems, microprocessor-based systems, set-top boxes, programmable consumer electronics, network PCs, minicomputers, mainframe computers, and distributed computing environments including any of the above systems or devices. This application can be described in the general context of computer-executable instructions executed by a computer, such as program modules. Generally, program modules include routines, programs, objects, components, data structures, etc., that perform specific tasks or implement specific abstract data types. This application can also be practiced in distributed computing environments where tasks are performed by remote processing devices connected via a communication network. In distributed computing environments, program modules can reside in local and remote computer storage media, including storage devices.

[0112] Through the above description of the embodiments, those skilled in the art can clearly understand that the methods of the above embodiments can be implemented by means of software plus necessary general-purpose hardware platforms. Of course, they can also be implemented by hardware, but in many cases the former is a better implementation method. Based on this understanding, the technical solution of the present invention, or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product is stored in a storage medium (such as ROM / RAM, magnetic disk, optical disk) as described above, and includes several instructions to cause a terminal device (which may be a mobile phone, computer, server, air conditioner, or network device, etc.) to execute the methods described in the various embodiments of the present invention.

[0113] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are exhaustively listed. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0114] For those skilled in the art, various modifications and improvements can be made without departing from the concept of the present invention, and these modifications and improvements are all within the scope of protection of the present invention. The scope of protection of the present invention is defined by the appended claims.

Claims

1. A method for controlling the curve speed of a transport vehicle, characterized in that the steps include... include: Determine the transport vehicle's own data and the curve data of the curve it is about to enter, and obtain the transport vehicle's moving distance in real time; Based on the travel distance and curve data, the transport vehicle is determined to be in one of the multiple stages of the curve. The speed of the front and rear wheels of the transport vehicle is allocated differently according to the stage of the curve. The multiple stages of the transport vehicle in the curve are continuous, and the next stage is a continuation of the current stage. The step of determining multiple stages of the transport vehicle in a curve based on the travel distance and curve data includes: Based on the travel distance and curve data, determine which of the three sections of the curve the transport vehicle is in: the entry transition section, the curve section, and the exit transition section. The entry transition section includes the front wheels of the transport vehicle being on the curve and the rear wheels being on the straight line. The exit transition section includes the front wheels of the transport vehicle being on the straight line and the rear wheels being on the curve. The process of determining the transport vehicle's own data and the curve data of the curve it is about to enter, and acquiring the transport vehicle's travel distance in real time, includes: Determine the following parameters: distance L between the front and rear wheels of the transport vehicle; radius r of the inner track of the curve; radius R of the center of the track of the curve; center speed v0 of the transport vehicle; speed v1 of the front wheel motor; speed v2 of the rear wheel motor; real-time current position S of the front wheel motor; motor position St when the front wheel just enters the curve; and distance S0 of movement of the center of the transport vehicle, where the distance of movement of the transport vehicle is the distance S0 of movement of the center of the transport vehicle. θ1 is the angle between the line connecting the front and rear wheels; θ2 is the angle between the line connecting the midpoints of the front and rear wheels and the direction of movement of the rear wheel on the straight segment; θ3 is the difference between θ1 and θ2; θ4 is the angle between the line connecting the midpoint of the front wheel and the center of the curve and the direction of movement of the front wheel on the straight segment; and θ5 is the angle between the line connecting the midpoint of the front wheel and the center of the curve and the line connecting the midpoints of the front and rear wheels. wherein ; The process involves determining, based on the travel distance and curve data, that the transport vehicle is in one of several stages of a curve, and then, depending on the stage of the curve, distributing the speeds of the front and rear wheels of the transport vehicle differently, including: When , it is determined that the truck is in the entry curve transition, the distribution of the speed of the front wheels and the rear wheels of the truck is: ； ； ； ； 。 2. The method of curve speed control for a truck of claim 1, wherein, When the transport vehicle is in the transition section before and after a curve, the speed of the wheels in the straight section and the wheels in the curve section are distributed differently based on the angle between the direction of movement of the wheels in the straight section and the direction of movement of the wheels in the curve section.

3. The method of curve speed control for a truck of claim 1 wherein, The process involves determining, based on the travel distance and curve data, that the transport vehicle is in one of several stages of a curve, and then, depending on the stage of the curve, distributing the speeds of the front and rear wheels of the transport vehicle differently, including: When the truck is determined to be in a curve section, the distribution of the speed to the front and rear wheels of the truck is: ； 。 4. The method of curve speed control for a truck of claim 1, wherein, The process involves determining, based on the travel distance and curve data, that the transport vehicle is in one of several stages of a curve, and then, depending on the stage of the curve, distributing the speeds of the front and rear wheels of the transport vehicle differently, including: When the truck is determined to be in the exit curve transition, the distribution of the speed to the front and rear wheels of the truck is: ； ； ； ； ； 。 5. A curve speed control device for a truck, characterized by The system includes a processor, a memory, and a computer program stored in the memory and executable by the processor, wherein the computer program, when executed by the processor, implements the steps of the method for controlling the cornering speed of a transport vehicle as described in any one of claims 1 to 4.

6. A curve speed control device for a truck, characterized by include: The movement distance acquisition module is used to determine the transport vehicle's own data and the curve data of the curve it is about to enter, and to acquire the transport vehicle's movement distance in real time. Determining the transport vehicle's own data and the curve data of the curve it is about to enter, and acquiring the transport vehicle's movement distance in real time, includes: determining the distance L between the front and rear wheels of the transport vehicle, the radius r of the inner track of the curve, the radius R of the center of the track of the curve, the center speed v0 of the transport vehicle, the speed v1 of the front wheel motor, the speed v2 of the rear wheel motor, the real-time current position S of the front wheel motor, the motor position St when the front wheel just enters the curve, and the movement distance S0 of the transport vehicle's center. Wherein, the movement distance of the transport vehicle is the movement distance S0 of the transport vehicle's center; θ1 is the angle between the line connecting the front and rear wheels, θ2 is the angle between the line connecting the midpoints of the front and rear wheels and the direction of movement of the rear wheel on the straight segment, and θ3 is the angle between θ1 and θ2. The difference is θ4, which is the angle between the line connecting the midpoint of the front wheel connection and the center of the curve and the direction of motion of the front wheel on the straight segment, and θ5, which is the angle between the line connecting the midpoint of the front wheel connection and the center of the curve and the line connecting the midpoint of the front wheel connection and the midpoint of the rear wheel connection. wherein ; The speed allocation module is used to determine, based on the travel distance and curve data, whether the transport vehicle is in one of multiple stages within a curve. Depending on the stage of the curve, the module allocates different speeds to the front and rear wheels of the transport vehicle. These multiple stages within the curve are continuous, with each subsequent stage being a continuation of the previous one. Determining the multiple stages based on the travel distance and curve data includes: determining whether the transport vehicle is in one of three stages: the entry transition section, the curve section, or the exit transition section. The entry transition section includes the transport vehicle's front wheels being on the curve and its rear wheels on a straight line; the exit transition section includes the transport vehicle's front wheels being on a straight line and its rear wheels on the curve. The module further includes: When , it is determined that the truck is in the entry curve transition, the distribution of the speed of the front wheels and the rear wheels of the truck is: ； ； ； ； 。 7. A computer readable storage medium characterized in that, The computer-readable storage medium stores a computer program, wherein when the computer program is executed by a processor, it implements the steps of the method for controlling the curve speed of the transport vehicle as described in any one of claims 1 to 4.

Images