A walking synchronization control method, device and equipment of a multi-module vehicle and a medium

Abstract

This application relates to the field of modular transport vehicle control technology, and discloses a method, device, equipment, and medium for synchronized movement control of multiple modular vehicles. The synchronized movement control method of this application includes: the wheel speed of the main modular vehicle is the desired target value; the wheel speed of each slave modular vehicle is the process variable value; the ratio of the load to the drive torque of each slave modular vehicle is the control variable; and speed PID control is performed. The average drive torque of all motors is used as the desired target value; the average actual drive torque of all motors in each slave modular vehicle is used as the process variable value; and the drive pump displacement of each slave modular vehicle is used as the control variable; drive force PID control is performed, and the control variables of the speed PID control of each slave modular vehicle tend to be equal to the ratio of the load to the drive torque of the main modular vehicle. The synchronized movement control method, device, equipment, and medium of this application ensure that multiple vehicles maintain synchronized speed and movement, eliminate dragging synchronization, and reduce internal friction in the workshop.

Description

Technical Field

[0001] This application relates to the field of modular transport vehicle control technology, specifically to a method, device, equipment, and medium for synchronous control of the movement of a multi-module vehicle. Background Technology

[0002] Currently, in the field of modular transportation of large equipment, the coordinated operation of multiple modular vehicles is the core technical solution for achieving efficient transfer of heavy equipment. Modular vehicles have unique advantages for transporting ultra-large and ultra-heavy loads. Their flexibility in use and ease of loading and unloading, along with the ability to mechanically assemble or freely combine multiple vehicles, make them suitable not only for equipment manufacturing, petroleum, and chemical industries, but also for projects such as bridge construction. However, when multiple vehicles are coordinated to transport large items, factors such as the number of connecting lines and the load size of each modular vehicle can lead to differences in the speed of each vehicle, posing certain risks to the transportation of large items.

[0003] In related technologies, to better coordinate the control of multiple vehicles transporting large items, traditional synchronous control schemes include the drive pressure reasonable difference method and the speed closed-loop method. The drive pressure reasonable difference method sets a reasonable difference range and compares the actual difference between the drive pressure of the slave vehicle and the master vehicle. If the actual difference is too large or too small relative to the set reasonable difference range, the displacement of the drive pump is adjusted to keep the difference between the drive pressure of the slave vehicle and the master vehicle within a reasonable range, with the ultimate goal of keeping the speed of multiple vehicles as synchronized as possible. The speed closed-loop method adjusts the displacement of the drive pump through a speed closed loop to adjust the drive pressure between the slave vehicle and the master vehicle, so that the speed difference tends to zero, with the ultimate goal of keeping the speed of multiple vehicles as synchronized as possible.

[0004] However, both the driving pressure difference method and the speed closed-loop method will appear in heavy-load scenarios. Because the friction between the load and the vehicle will be greater than the friction between the vehicle and the ground, it will force the speed between vehicles to be basically the same. In this case, a train with excessive driving pressure will drag other trains, or some trains with insufficient driving pressure will be dragged by other trains. Although the speed of dragging is synchronized, the workshop will generate a lot of energy loss, which is not conducive to smooth operation. More seriously, the dragged car will deviate from the track, which may cause equipment damage or transportation interruption. Summary of the Invention

[0005] This application provides a method, device, equipment, and medium for synchronizing the movement of multi-module vehicles. When multiple vehicles are running, regardless of whether they are unloaded or heavily loaded, they maintain synchronized speed and movement, eliminating dragging and reducing internal friction in the workshop.

[0006] In a first aspect, embodiments of this application provide a method for synchronizing the movement of a multi-module vehicle, wherein the multi-module vehicle includes a master module vehicle and at least one slave module vehicle, and the method for synchronizing the movement includes: The wheel speed of the main module vehicle is taken as the desired target value, the wheel speed of each slave module vehicle is taken as the process variable value, and the ratio of the load to the driving torque of each slave module vehicle is taken as the control variable. Speed ​​PID control is performed on each slave module vehicle separately. The average driving torque of all motors in all modular vehicles is taken as the desired target value. The average actual driving torque of all motors in each slave modular vehicle is taken as the process variable value. The displacement of the driving pump in each slave modular vehicle is taken as the control variable. The driving force PID control is performed on each slave modular vehicle. The desired target value of the driving force PID control is associated with the control variables of the speed PID control of each slave modular vehicle, and they all tend to be equal to the ratio of the load of the master modular vehicle to the driving torque.

[0007] In conjunction with the first aspect, in one embodiment, the travel synchronization control method further includes an initial transportation scheme design step, which includes: Obtain the weight, all dimensions, and center of gravity of the load; Determine the total number of master module vehicles and slave module vehicles; Based on the principle that the ratio of the ideal load of each modular vehicle to the number of its own motors is equal, the load is simulated and placed on all modular vehicles. The position and size of the load relative to each modular vehicle are determined, the position and size of the center of gravity of the load relative to each modular vehicle are determined, the ideal load of each modular vehicle is determined, and the number of axles, wheel sets and motors of each modular vehicle are determined.

[0008] In conjunction with the first aspect, in one implementation, the target state of the travel synchronization control method is: Based on the premise that the average actual driving torque of all motors in each modular vehicle tends to equal the average driving torque of all motors in all modular vehicles, the ratio of load to driving torque of each modular vehicle is guaranteed to be equal. This ensures that the wheel sets of each modular vehicle rotate at the same speed: R1 = R2 = ... = Ri. Wherein, G1, G2, and Gi are the actual loads of the main module vehicle, the second module vehicle, and the i-th module vehicle, respectively, in N; Q1, Q2, and Qi are the driving torques of the main module vehicle, the second slave module vehicle, and the i-th slave module vehicle, respectively, in N·m; R1, R2, and Ri are the wheel set speeds of the main module vehicle, the second slave module vehicle, and the i-th slave module vehicle, respectively, in r / min, and i is a positive integer greater than or equal to 2.

[0009] In conjunction with the first aspect, in one implementation, the i-th driving torque from the module vehicle ; Where Vi is the total displacement of the drive pump of the i-th slave module vehicle, in ml / rev; △Pi is the total drive pressure difference between the two pressure ports of the i-th slave module vehicle, in MPa; Where 1 ml / rev × 1 MPa = 0.159 N·m; The i-th is the average actual drive torque of all motors in the module vehicle. ; Where r is the wheel radius, and all modular vehicles have the same wheel radius; Ni is the number of motors in the i-th modular vehicle.

[0010] In conjunction with the first aspect, in one implementation, the number of slave modules is one, and the travel synchronization control method includes: The driving pressure PID control adjusts V2 to... The trend is equal to C2. and C2 is the average driving torque of all motors in the two module vehicles, V1 is the displacement of the drive pump of the main module vehicle, V2 is the displacement of the drive pump of the slave module vehicle, △P1 is the total driving pressure difference of the main module vehicle, △P2 is the total driving pressure difference of the slave module vehicle, N1 is the number of motors in the main module vehicle, and N2 is the number of motors in the slave module vehicle. This is the average actual drive torque of all motors in the modular vehicle; The drive pressure PID control C2 causes the module vehicle to... tend to equal ,in, ; The speed PID control is in tend to equal Under the influence of this, the wheel speed R2 of the main module vehicle tends to be equal to the wheel speed R1 of the main module vehicle.

[0011] In conjunction with the first aspect, in one implementation, the number of modular vehicles is i-1, where i is a positive integer greater than or equal to 4; the travel synchronization control method ensures that during the actual placement of the load after the design of the transportation plan step... ; The travel synchronization control method includes: The drive pressure PID control adjusts V2, V3, ..., Vi respectively until Q02, Q03, ..., Q0i all approach equal to Ci, where Ci is the average drive torque of all motors in all modular vehicles. Q0i is the average actual driving torque of all motors from the i-th module vehicle. Vi represents the displacement of the drive pump from the i-th module vehicle. The drive pressure PID control Ci enables the module vehicle to... , … All tend to equal ;in , … ; The speed PID control is in , … All tend to equal Under the influence of this, the wheel speeds R2, R3, ..., Ri of all the slave modules tend to be equal to the wheel speed R1 of the master module.

[0012] In conjunction with the first aspect, in one embodiment, when the speed PID control is implemented using the ratio of the load to the drive torque of each slave module vehicle as a control variable, it further includes: If the absolute value of the difference between the wheel speed Ri of the i-th slave module vehicle and the wheel speed R1 of the master module vehicle is |V1-Vi|≥ the first set differential speed, only P is adjusted, and I and D are assigned the value 0; If the first set differential speed ≥ |V1-Vi| ≥ the second set differential speed, adjust the P and I items, and assign the value 0 to D; If the second set differential speed is greater than or equal to |V1-Vi| and the dead zone value is greater than or equal to, adjust the P, I, and D items simultaneously until |V1-Vi| is adjusted to be less than the dead zone value, then stop adjusting.

[0013] Secondly, embodiments of this application provide a driving synchronization control device for a multi-module vehicle, comprising: The speed PID loop module is used to perform speed PID control on each slave module vehicle by taking the wheel speed of the master module vehicle as the desired target value, the wheel speed of each slave module vehicle as the process variable value, and the ratio of the load to the drive torque of each slave module vehicle as the control variable. The driving force PID loop module includes a main unit and an exchange unit. The main unit is used to perform driving force PID control on each slave module vehicle, using the average driving torque of all motors in all module vehicles as the desired target value, the average actual driving torque of all motors in each slave module vehicle as the process variable value, and the driving pump displacement of each slave module vehicle as the control variable. The exchange unit is used to correlate the speed PID control control variables of each slave module vehicle with the desired target value of the driving force PID control, so that the control variables tend to be equal to the ratio of the load of the main module vehicle to the driving torque.

[0014] Thirdly, embodiments of this application provide a multi-module vehicle driving synchronization control device, which includes a processor, a memory, and a multi-module vehicle driving synchronization control program stored in the memory and executable by the processor. When the multi-module vehicle driving synchronization control program is executed by the processor, it implements the steps of the above-mentioned multi-module vehicle driving synchronization control method.

[0015] Fourthly, embodiments of this application provide a computer-readable storage medium storing a multi-module vehicle travel synchronization control program, wherein when the multi-module vehicle travel synchronization control program is executed by a processor, it implements the steps of the above-described multi-module vehicle travel synchronization control method.

[0016] The beneficial effects of the technical solutions provided in this application include: The travel synchronization control method of this application can achieve the final control result that the driving force of the master module vehicle and each slave module vehicle is different, but the wheel set speed is the same, and the process of achieving the final control result is precise and smooth. During the control process, the average actual driving torque of all motors in each slave module vehicle tends to the average driving torque of all motors in all modules vehicles. Compared with the traditional drive pressure difference method or speed closed-loop method, it can reduce the calculation error in the adjustment process, effectively avoid erroneous adjustment, effectively reduce false triggering, achieve precise and smooth adjustment, increase system stability, eliminate drag synchronization, and reduce internal friction in the workshop. More importantly, the drive force PID The average driving torque of all motors in all controlled modular vehicles, along with the ratio of the load to the driving torque of each slave modular vehicle under PID control of the speed, tends to equal the ratio of the load to the driving torque of the master modular vehicle. Ultimately, this ensures that the ratio of the load to the driving torque of each slave modular vehicle is equal to that of the master modular vehicle, achieving the target control state where the wheel sets of all modular vehicles rotate at the same speed (even if the driving forces of all modular vehicles are different at this time). This ensures that all vehicles maintain synchronized speed and movement, eliminates dragging synchronization, and reduces internal friction within the workshop. Attached Figure Description

[0017] Figure 1 This is a flowchart illustrating an embodiment of the multi-module vehicle travel synchronization control method of this application; Figure 2 This is a schematic diagram showing the load of this application placed on two multi-module vehicles; Figure 3 This is a schematic diagram of the hardware structure of the multi-module vehicle running synchronization control device involved in the embodiments of this application. Detailed Implementation

[0018] To enable those skilled in the art to better understand the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present application, and not all embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of the present application.

[0019] First, modular vehicles typically employ a hydraulic drive system, which is suitable for scenarios involving high torque, low speed, and heavy loads. To facilitate understanding of this application by those skilled in the art, a brief description of the power transmission path of modular vehicles is provided: The power transmission path of the modular vehicle is as follows: the engine or electric motor acts as the energy source, supplying power to the drive pump. The drive pump converts mechanical energy into total hydraulic energy. This total hydraulic energy is then distributed to several hydraulic motors via hydraulic pipelines. Each hydraulic motor receives its share of hydraulic energy and converts it into mechanical energy, directly driving the wheel sets of the modular vehicle. The drive pump is the power provider, and the motors are the power actuators. The adjustment of the drive pump's displacement (i.e., the adjustment of the total hydraulic energy) is directly related to the driving pressure of the entire train.

[0020] Specifically, modular vehicles are characterized by multiple axles and multiple wheel sets. Each axle has two wheel sets on both sides, and multiple motors are distributed and installed on multiple wheel sets, forming a multi-point drive structure. For example, a modular vehicle may have 4 axles and 8 wheel sets, with 8 motors corresponding to the 8 wheel sets. Under light loads, 4 motors may be activated (covering 4 wheel sets), while under heavy loads, all 8 motors may be activated (covering all wheel sets). Alternatively, a modular vehicle may have 4 axles and 8 wheel sets, with only the 4 wheel sets on two axles corresponding to 4 motors, and the remaining wheels not equipped with motors.

[0021] The multi-module vehicle running synchronization control method of this application ensures that when multiple vehicles are running, whether they are unloaded or heavily loaded, the speed and running patterns of the multiple vehicles are synchronized, eliminating drag synchronization and reducing internal friction in the workshop.

[0022] In a first aspect, embodiments of this application provide a method for synchronizing the movement of a multi-module vehicle.

[0023] In one embodiment, reference is made to Figure 1 , Figure 1 This is a flowchart illustrating the first embodiment of the multi-module vehicle travel synchronization control method of this application. The multi-module vehicle includes a master module vehicle and at least one slave module vehicle.

[0024] like Figure 1 As shown, the running synchronization control method for multi-module vehicles includes: The wheel speed of the main module vehicle is taken as the desired target value, the wheel speed of each slave module vehicle is taken as the process variable value, and the ratio of the load to the driving torque of each slave module vehicle is taken as the control variable. Speed ​​PID control is performed on each slave module vehicle separately. The average driving torque of all motors in all modular vehicles is taken as the desired target value. The average actual driving torque of all motors in each slave modular vehicle is taken as the process variable value. The displacement of the driving pump in each slave modular vehicle is taken as the control variable. The driving force PID control is performed on each slave modular vehicle. The desired target value of the driving force PID control (i.e., the average driving torque of all motors in all modular vehicles) is associated with the control variable of the speed PID control of each slave modular vehicle (i.e., the ratio of the load to the driving torque of each slave modular vehicle) and tends to be equal to the ratio of the load to the driving torque of the master modular vehicle.

[0025] This application uses the equality of the wheel speed of the main module vehicle and the wheel speed of the slave module vehicle as the criterion for synchronous movement, instead of the equality of the vehicle speed of the main module vehicle and the vehicle speed of the slave module vehicle. This solves the technical problem in the traditional synchronization scheme that although the vehicle speeds are synchronized, the synchronization between the individual module vehicles is achieved by dragging each other, resulting in high internal consumption in the workshop.

[0026] In the two PID controls, the three elements of speed PID control, namely the desired target value, process variable value, and control variable, correspond to the wheel speed of the master module vehicle, the wheel speed of each slave module vehicle, and the ratio of the load to the driving torque of each slave module vehicle, respectively. The three key elements of drive force PID control—the desired target value, the process variable value, and the control variable—correspond to the average drive torque of all motors in all modular vehicles, the average actual drive torque of all motors in each modular vehicle, and the displacement of the drive pump in each modular vehicle, respectively. The desired target value of drive force PID control is associated with the control variable of speed PID control.

[0027] The travel synchronization control method of this application can achieve the final control result that the driving force of the master module vehicle and each slave module vehicle is different, but the wheel set speed is the same, and the process of achieving the final control result is precise and smooth. During the control process, the average actual driving torque of all motors in each slave module vehicle tends to the average driving torque of all motors in all modules vehicles. Compared with the traditional drive pressure difference method or speed closed-loop method, it can reduce the calculation error in the adjustment process, effectively avoid erroneous adjustment, effectively reduce false triggering, achieve precise and smooth adjustment, increase system stability, eliminate drag synchronization, and reduce internal friction in the workshop. More importantly, the drive force PID The average driving torque of all motors in all controlled modular vehicles, along with the ratio of the load to the driving torque of each slave modular vehicle under PID control of the speed, tends to equal the ratio of the load to the driving torque of the master modular vehicle. Ultimately, this ensures that the ratio of the load to the driving torque of each slave modular vehicle is equal to that of the master modular vehicle, achieving the target control state where the wheel sets of all modular vehicles rotate at the same speed (even if the driving forces of all modular vehicles are different at this time). This ensures that all vehicles maintain synchronized speed and movement, eliminates dragging synchronization, and reduces internal friction within the workshop.

[0028] Specifically, the multi-module vehicle driving synchronization control method of this application ultimately results in some modules having greater driving force and some modules having less driving force. However, the entire synchronization control process ensures that there will be no situation where the driving force is too great (dragging other vehicles) or too small (being dragged by other vehicles), thereby reducing internal friction in the workshop.

[0029] Furthermore, in one embodiment, the travel synchronization control method further includes an initial transportation scheme design step, which includes: Obtain the weight, all dimensions, and center of gravity of the load; Determine the total number of master module vehicles and slave module vehicles; Based on the principle that the ratio of the ideal load of each modular vehicle to the number of its own motors is equal, the load is simulated and placed on all modular vehicles. The position and size of the load relative to each modular vehicle are determined, the position and size of the center of gravity of the load relative to each modular vehicle are determined, the ideal load of each modular vehicle is determined, and the number of axles, wheel sets and motors of each modular vehicle are determined.

[0030] Specifically, such as Figure 2 As shown, the main module vehicle and one or more slave module vehicles are arranged side by side, while the load spans across all the slave module vehicles.

[0031] Specifically, the load may be irregularly shaped, so the load on each vehicle may be different.

[0032] Specifically, the weight of the load is usually hundreds or even thousands of tons. The ideal load of each modular vehicle in the design of the transportation plan will deviate from the actual load of each modular vehicle in the end. This is because when actually placing hundreds or even thousands of tons of load onto all the modular vehicles, it is difficult to ensure that the actual position of the load relative to each modular vehicle is completely consistent with the position of the load in the design of the transportation plan.

[0033] Ideally, all motors should have the same driving torque, and the actual load of each slave module should be equal to the ideal load. That is, the ratio of the actual load of each slave module to the driving torque should be equal to the ratio of the actual load of each module to the number of its own motors. In this case, the wheel sets of each module can rotate at the same speed.

[0034] In this embodiment, in the initial design of the transportation scheme of the travel synchronization control method, based on the principle that the ratio of the ideal load of each modular vehicle to the number of its own motors is equal, the position and size of the load relative to each modular vehicle, the position and size of the center of gravity relative to each modular vehicle, the ideal load of each modular vehicle, and the number of motors of each modular vehicle are determined. This lays the foundation for the subsequent sharing of drive torque among all motors and for enhancing system stability and fine-tuning.

[0035] Furthermore, in one embodiment, the target state of the travel synchronization control method is: Based on the premise that the average actual driving torque of all motors in each modular vehicle tends to equal the average driving torque of all motors in all modular vehicles, the ratio of load to driving torque of each modular vehicle is guaranteed to be equal. This ensures that the wheel sets of each modular vehicle rotate at the same speed: R1 = R2 = ... = Ri.

[0036] Wherein, G1, G2, and Gi are the actual loads of the main module vehicle, the second module vehicle, and the i-th module vehicle, respectively, in N; Q1, Q2, and Qi are the driving torques of the main module vehicle, the second slave module vehicle, and the i-th slave module vehicle, respectively, in N·m; R1, R2, and Ri are the wheel set speeds of the main module vehicle, the second slave module vehicle, and the i-th slave module vehicle, respectively, in r / min. i is a positive integer greater than or equal to 2.

[0037] Specifically, within each modular vehicle, the actual driving torque of each motor is the same.

[0038] Specifically, all motors have the same actual driving torque.

[0039] It is worth noting that G1, G2, ..., Gi at this time are the actual loads, which may deviate from the ideal loads of each module vehicle. G1, G2, ..., Gi are known constant values ​​that are obtained after being actually placed on the module vehicle.

[0040] In this embodiment, by ensuring two conditions ① the average actual driving torque of all motors in each module vehicle is equal to the average driving torque of all motors in all module vehicles ② the ratio of the load to the driving torque of each module vehicle is equal, the wheel sets of each module vehicle rotate at the same speed. This enables multiple vehicles to maintain synchronized speed and movement regardless of whether they are unloaded or heavily loaded, eliminating dragging and reducing internal losses in the workshop.

[0041] Furthermore, in one embodiment, the i-th drive torque from the module vehicle ; Where Vi is the total displacement of the drive pump of the i-th slave module vehicle, in ml / rev; △Pi is the total drive pressure difference between the two pressure ports of the i-th slave module vehicle, in MPa; Where 1 ml / rev × 1 MPa = 0.159 N·m; The i-th is the average actual drive torque of all motors in the module vehicle. ; Where r is the wheel radius, and all modular vehicles have the same wheel radius; Ni is the number of motors in the i-th modular vehicle.

[0042] Preferably, the two main pressure ports of each modular vehicle are pressure port A and pressure port B, respectively; The pressure at pressure port A of the i-th module is Ai, and the pressure at pressure port B is Bi; When the i-th module moves forward, △Pi = Ai - Bi; When the i-th module moves backward, △Pi = Bi - Ai.

[0043] Furthermore, in one embodiment, when the number of modular vehicles is one, i.e., i equals 2, and there are two modular vehicles in total (see... Figure 2 The travel synchronization control method includes: The drive pressure PID control adjusts V2 to... The trend is equal to C2. and C2 is the average driving torque of all motors in the two module vehicles, V1 is the displacement of the drive pump of the main module vehicle, V2 is the displacement of the drive pump of the slave module vehicle, △P1 is the total drive pressure difference of the main module vehicle, △P2 is the total drive pressure difference of the slave module vehicle, N1 is the number of motors in the main module vehicle, and N2 is the number of motors in the slave module vehicle. This is the average actual drive torque of all motors in the modular vehicle. Specifically, during actual control, if the drive pump displacement changes, ΔP2 will automatically change accordingly; the only actual variable is the drive pump displacement. ΔP1 and V1 are data directly obtainable from the main modular vehicle.

[0044] The drive pressure PID controller C2 drives the module vehicle's... tend to equal ,in, The data is from the main module vehicle and can be obtained directly. G2 and N2 are both fixed values, so the data can be made equal by adjusting C2.

[0045] Speed ​​PID control tend to equal Under the influence of this, the wheel speed R2 of the main module vehicle tends to be equal to the wheel speed R1 of the main module vehicle.

[0046] Preferably, from inside the modular vehicle, the actual driving torque of each motor is the same, that is, the actual driving torque of all N2 motors is the same. .

[0047] The travel synchronization control method of this application, when applied to a scenario with two modular vehicles (i.e., only including a master modular vehicle and a slave modular vehicle), ensures... The tendency is equal to C2 and tend to equal This causes the wheel speed R2 of the main module vehicle to tend to be equal to the wheel speed R1 of the slave module vehicle, resulting in precise and error-free control, synchronizing the movement of the two vehicles and eliminating dragging.

[0048] Furthermore, in another embodiment, the number of modular vehicles is i-1, and the multi-module vehicle system contains a total of i modular vehicles, where i is a positive integer greater than or equal to 4; the travel synchronization control method ensures that during the actual placement of the load after the design of the transportation plan step... ; The travel synchronization control method includes: The driving pressure PID control adjusts V2, V3, ..., Vi respectively so that Q02, Q03, ..., Q0i all tend to equal Ci, where, , , , Ci is the average driving torque of all motors in all module vehicles; V1 is the displacement of the drive pump of the main module vehicle; V2 is the displacement of the drive pump of the second slave module vehicle; V3 is the displacement of the drive pump of the third slave module vehicle; △P1 is the total driving pressure difference of the main module vehicle; △P2 is the total driving pressure difference of the second slave module vehicle; △Pi is the total driving pressure difference of the i-th slave module vehicle; N1 is the number of motors in the main module vehicle; N2 is the number of motors in the second slave module vehicle; N3 is the number of motors in the third slave module vehicle; Q02, Q03, and Q0i are the average actual driving torques of all motors in the second, third, and i-th slave module vehicles, respectively. The drive pressure PID control Ci enables the module vehicle to... , … All tend to equal ,in , … ; Speed ​​PID control , … All tend to equal Under the influence of this, the wheel speeds R2, R3, ..., Ri of all the slave modules tend to be equal to the wheel speed R1 of the master module.

[0049] The travel synchronization control method of this application can also be applied to scenarios with i module vehicles (i.e., only including the master module vehicle and i-1 slave module vehicles), by ensuring that Q02, Q03, ..., Q0i all tend to be equal to Ci and , … All tend to equal This ensures that the wheel speeds R2, R3, ..., Ri of all the secondary module vehicles tend to be equal to the wheel speed R1 of the primary module vehicle, resulting in precise and error-free control. This allows the two vehicles to move in sync, eliminating drag and ensuring high practical value.

[0050] Specifically, the travel synchronization control method of this application associates all module vehicles and executes from the module vehicles and follows the master module vehicle.

[0051] In one embodiment, when the speed PID control uses the ratio of the load to the drive torque of each slave module vehicle as the control variable, it further includes: If the absolute value of the difference between the wheel speed Ri of the i-th slave module vehicle and the wheel speed R1 of the master module vehicle is |V1-Vi|≥ the first set differential speed, only P is adjusted, and I and D are assigned the value 0; If the first set differential speed ≥ |V1-Vi| ≥ the second set differential speed, adjust the P and I items, and assign the value 0 to D; If the second set differential speed is greater than or equal to |V1-Vi| and the dead zone value is greater than or equal to, adjust the P, I, and D items simultaneously until |V1-Vi| is adjusted to be less than the dead zone value, then stop adjusting.

[0052] Specifically, when speed PID control uses the ratio of the load to the drive torque of each slave module vehicle as the control variable, it also includes: If the difference in wheel speed between the i-th slave module and the master module is |V1-Vi|≥first set differential speed≥second set differential speed≥dead zone value, it indicates that the difference in wheel speed between the i-th slave module and the master module is too large, and the displacement of the drive pump of the i-th slave module needs to be increased quickly. In this case, only the P term is adjusted for proportional control, and I and D are assigned to 0. Proportional control is the simplest control method. It does not consider the oscillation situation and can quickly approach the target value. If the first set differential speed ≥ |V1-Vi| ≥ the second set differential speed ≥ the dead zone, it means that the difference in wheel speed between the i-th slave module vehicle and the master module vehicle is already decreasing. At this time, steady-state error should be considered, and the P value and I value should be adjusted. P provides fast response, and I ensures final accuracy. The first set differential speed ≥ the second set differential speed ≥ |V1-Vi| ≥ dead zone value indicates that the difference in wheel speed between the i-th slave module vehicle and the master module vehicle is very small and is about to approach the adjustment dead zone value (i.e., the difference is close to zero). It is necessary to further improve the dynamic performance and adjust the three parameters P, I, and D until |V1-Vi| is adjusted to be less than the dead zone value, and then stop adjusting.

[0053] Secondly, embodiments of this application also provide a travel synchronization control device for a multi-module vehicle.

[0054] In one embodiment, a functional block diagram of the multi-module vehicle travel synchronization control device of this application is shown. The multi-module vehicle travel synchronization control device includes: The speed PID loop module is used to perform speed PID control on each slave module vehicle by taking the wheel speed of the master module vehicle as the desired target value, the wheel speed of each slave module vehicle as the process variable value, and the ratio of the load to the drive torque of each slave module vehicle as the control variable. The driving force PID loop module includes a main unit and an exchange unit. The main unit is used to perform driving force PID control on each slave module vehicle, using the average driving torque of all motors in all module vehicles as the desired target value, the average actual driving torque of all motors in each slave module vehicle as the process variable value, and the driving pump displacement of each slave module vehicle as the control variable. The exchange unit is used to correlate the speed PID control control variables of each slave module vehicle with the desired target value of the driving force PID control, so that the control variables tend to be equal to the ratio of the load of the main module vehicle to the driving torque.

[0055] The functions of each module in the aforementioned multi-module vehicle travel synchronization control device correspond to the steps in the aforementioned multi-module vehicle travel synchronization control method embodiment, and their functions and implementation processes will not be described in detail here.

[0056] Thirdly, embodiments of this application provide a driving synchronization control device for a multi-module vehicle. The driving synchronization control device for a multi-module vehicle can be a personal computer (PC), a laptop computer, a server, or other device with data processing capabilities.

[0057] Reference Figure 3 , Figure 3 This is a schematic diagram of the hardware structure of the running synchronization control device for a multi-module vehicle involved in the embodiments of this application. In the embodiments of this application, the running synchronization control device for a multi-module vehicle may include a processor, a memory, a communication interface, and a communication bus.

[0058] The communication bus can be of any type and is used to interconnect the processor, memory, and communication interface.

[0059] The communication interface includes input / output (I / O) interfaces, physical interfaces, and logical interfaces used for interconnecting devices within the multi-module vehicle's travel synchronization control equipment, as well as interfaces used for interconnecting the multi-module vehicle's travel synchronization control equipment with other devices (such as other computing devices or user equipment). Physical interfaces can be Ethernet interfaces, fiber optic interfaces, ATM interfaces, etc.; user equipment can be displays, keyboards, etc.

[0060] Memory can be various types of storage media, such as random access memory (RAM), read-only memory (ROM), non-volatile RAM (NVRAM), flash memory, optical storage, hard disk, programmable ROM (PROM), erasable PROM (EPROM), electrically erasable PROM (EEPROM), etc.

[0061] The processor can be a general-purpose processor, which can call the multi-module vehicle travel synchronization control program stored in the memory and execute the multi-module vehicle travel synchronization control method provided in the embodiments of this application. For example, the general-purpose processor can be a central processing unit (CPU). The method executed when the multi-module vehicle travel synchronization control program is called can be referred to the various embodiments of the multi-module vehicle travel synchronization control method of this application, and will not be repeated here.

[0062] Those skilled in the art will understand that Figure 3The hardware structure shown does not constitute a limitation of this application and may include more or fewer components than shown, or combine certain components, or have different component arrangements.

[0063] Fourthly, embodiments of this application also provide a computer-readable storage medium.

[0064] The present application stores a multi-module vehicle running synchronization control program on a computer-readable storage medium, wherein when the multi-module vehicle running synchronization control program is executed by a processor, it implements the steps of the multi-module vehicle running synchronization control method described above.

[0065] The method implemented when the multi-module vehicle's travel synchronization control program is executed can be referred to in various embodiments of the multi-module vehicle's travel synchronization control method of this application, and will not be repeated here.

[0066] It should be noted that the sequence numbers of the embodiments in this application are for descriptive purposes only and do not represent the superiority or inferiority of the embodiments.

[0067] The terms "comprising" and "having," and any variations thereof, in the specification, claims, and accompanying drawings of this application are intended to cover non-exclusive inclusion. For example, a process, method, system, product, or apparatus that includes a series of steps or units is not limited to the listed steps or units, but may optionally include steps or units not listed, or may optionally include other steps or units inherent to such process, method, product, or apparatus. The terms "first," "second," and "third," etc., are used to distinguish different objects, etc., and do not indicate a sequence, nor do they limit "first," "second," and "third" to different types.

[0068] In the description of the embodiments of this application, terms such as "exemplary," "for example," or "for instance" are used to indicate examples, illustrations, or explanations. Any embodiment or design described as "exemplary," "for example," or "for instance" in the embodiments of this application should not be construed as being more preferred or advantageous than other embodiments or designs. Specifically, the use of terms such as "exemplary," "for example," or "for instance" is intended to present the relevant concepts in a concrete manner.

[0069] In the description of the embodiments of this application, unless otherwise stated, " / " means "or". For example, A / B can mean A or B. The "and / or" in the text is merely a description of the relationship between related objects, indicating that there can be three relationships. For example, A and / or B can mean: A exists alone, A and B exist simultaneously, and B exists alone. In addition, in the description of the embodiments of this application, "multiple" means two or more.

[0070] In some processes described in the embodiments of this application, multiple operations or steps are included in a specific order. However, it should be understood that these operations or steps may not be executed in the order they appear in the embodiments of this application, or they may be executed in parallel. The sequence number of the operation is only used to distinguish different operations, and the sequence number itself does not represent any execution order. In addition, these processes may include more or fewer operations, and these operations or steps may be executed sequentially or in parallel, and these operations or steps may be combined.

[0071] 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 this application, in essence, 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 to execute the methods described in the various embodiments of this application.

[0072] The above are merely preferred embodiments of this application and do not limit the patent scope of this application. Any equivalent structural or procedural transformations made using the content of this application's specification and drawings, or direct or indirect applications in other related technical fields, are similarly included within the patent protection scope of this application.

Claims

1. A method for synchronizing the movement of a multi-module vehicle, characterized in that, The multi-module vehicle includes a master module vehicle and at least one slave module vehicle, and the travel synchronization control method includes: The wheel speed of the main module vehicle is taken as the desired target value, the wheel speed of each slave module vehicle is taken as the process variable value, and the ratio of the load to the driving torque of each slave module vehicle is taken as the control variable. Speed ​​PID control is performed on each slave module vehicle separately. The average driving torque of all motors in all modular vehicles is taken as the desired target value, the average actual driving torque of all motors in each slave modular vehicle is taken as the process variable value, and the displacement of the driving pump in each slave modular vehicle is taken as the control variable. The driving force PID control is performed on each slave modular vehicle separately, and the desired target value of the driving force PID control is associated with the control variables of the speed PID control of each slave modular vehicle, all of which tend to be equal to the ratio of the load of the main modular vehicle to the driving torque. The target state of the travel synchronization control method is: Based on the premise that the average actual driving torque of all motors in each modular vehicle tends to equal the average driving torque of all motors in all modular vehicles, the ratio of load to driving torque of each modular vehicle is guaranteed to be equal. This ensures that the wheel sets of each modular vehicle rotate at the same speed: R1 = R2 = ... = Ri. Wherein, G1, G2, and Gi are the actual loads of the main module vehicle, the second slave module vehicle, and the i-th slave module vehicle, respectively, in N; Q1, Q2, and Qi are the driving torques of the main module vehicle, the second slave module vehicle, and the i-th slave module vehicle, respectively, in N·m; R1, R2, and Ri are the wheel set speeds of the main module vehicle, the second slave module vehicle, and the i-th slave module vehicle, respectively, in r / min, and i is a positive integer greater than or equal to 2; The i-th driving torque from the module vehicle ; Where Vi is the total displacement of the drive pump of the i-th slave module vehicle, in ml / rev; △Pi is the total drive pressure difference between the two pressure ports of the i-th slave module vehicle, in MPa; Where 1 ml / rev × 1 MPa = 0.159 N·m; The i-th is the average actual drive torque of all motors in the module vehicle. ; Where r is the wheel radius, and all modular vehicles have the same wheel radius; Ni is the number of motors in the i-th modular vehicle; The number of modular vehicles is i-1, where i is a positive integer greater than or equal to 4; the travel synchronization control method ensures that during the actual placement of the load after the transportation plan design step... ; The travel synchronization control method includes: The drive pressure PID control adjusts V2, V3, ..., Vi respectively until Q02, Q03, ..., Q0i all approach equal to Ci, where Ci is the average drive torque of all motors in all modular vehicles. Q0i is the average actual driving torque of all motors from the i-th module vehicle. Vi represents the displacement of the drive pump from the i-th module vehicle. The drive pressure PID control Ci enables the module vehicle to... , … All tend to equal ;in , … ; The speed PID control is in , … All tend to equal Under the influence of this, the wheel speeds R2, R3, ..., Ri of all the slave modules tend to be equal to the wheel speed R1 of the master module.

2. The method for synchronous control of the movement of a multi-module vehicle as described in claim 1, characterized in that, The travel synchronization control method also includes an initial transportation scheme design step, which includes: Obtain the weight, all dimensions, and center of gravity of the load; Determine the total number of master module vehicles and slave module vehicles; Based on the principle that the ratio of the ideal load of each modular vehicle to the number of its own motors is equal, the load is simulated and placed on all modular vehicles. The position and size of the load relative to each modular vehicle are determined, the position and size of the center of gravity of the load relative to each modular vehicle are determined, the ideal load of each modular vehicle is determined, and the number of axles, wheel sets and motors of each modular vehicle are determined.

3. The method for synchronous control of the movement of a multi-module vehicle as described in claim 1, characterized in that: The number of slave modules is one, and the travel synchronization control method includes: The driving pressure PID control adjusts V2 to... The trend is equal to C2. and C2 is the average driving torque of all motors in the two module vehicles, V1 is the displacement of the drive pump of the main module vehicle, V2 is the displacement of the drive pump of the slave module vehicle, △P1 is the total driving pressure difference of the main module vehicle, △P2 is the total driving pressure difference of the slave module vehicle, N1 is the number of motors in the main module vehicle, and N2 is the number of motors in the slave module vehicle. This is the average actual drive torque of all motors in the modular vehicle; The drive pressure PID control C2 causes the module vehicle to... tend to equal ,in, ; The speed PID control is in tend to equal Under the influence of this, the wheel speed R2 of the main module vehicle tends to be equal to the wheel speed R1 of the main module vehicle.

4. The method for synchronizing the movement of a multi-module vehicle as described in claim 1, characterized in that: When the speed PID control uses the ratio of the load to the drive torque of each slave module vehicle as the control variable, it also includes: If the absolute value of the difference between the wheel speed Ri of the i-th slave module vehicle and the wheel speed R1 of the master module vehicle is |V1-Vi|≥ the first set differential speed, only P is adjusted, and I and D are assigned the value 0; If the first set differential speed ≥ |V1-Vi| ≥ the second set differential speed, adjust the P and I items, and assign the value 0 to D; If the second set differential speed is greater than or equal to |V1-Vi| and the dead zone value is greater than or equal to the dead zone value, adjust the P, I, and D items simultaneously until |V1-Vi| is adjusted to be less than the dead zone value, then stop adjusting.

5. A running synchronization control device for a multi-module vehicle, characterized in that, The method for synchronizing the movement of a multi-module vehicle as described in claim 1 is adopted, wherein the synchronizing control device comprises: The speed PID loop module is used to perform speed PID control on each slave module vehicle by taking the wheel speed of the master module vehicle as the desired target value, the wheel speed of each slave module vehicle as the process variable value, and the ratio of the load to the drive torque of each slave module vehicle as the control variable. The driving force PID loop module includes a main unit and an exchange unit. The main unit is used to perform driving force PID control on each slave module vehicle, using the average driving torque of all motors in all module vehicles as the desired target value, the average actual driving torque of all motors in each slave module vehicle as the process variable value, and the driving pump displacement of each slave module vehicle as the control variable. The exchange unit is used to correlate the speed PID control control variables of each slave module vehicle with the desired target value of the driving force PID control, so that the control variables tend to be equal to the ratio of the load of the main module vehicle to the driving torque.

6. A running synchronization control device for a multi-module vehicle, characterized in that, The multi-module vehicle's running synchronization control device includes a processor, a memory, and a multi-module vehicle running synchronization control program stored in the memory and executable by the processor. When the multi-module vehicle's running synchronization control program is executed by the processor, it implements the steps of the multi-module vehicle running synchronization control method as described in any one of claims 1 to 4.

7. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a multi-module vehicle running synchronization control program, wherein when the multi-module vehicle running synchronization control program is executed by a processor, it implements the steps of the multi-module vehicle running synchronization control method as described in any one of claims 1 to 4.

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